D.T2.3.1 e-SMART grid and e-mobility transport services ...

This project is co-financed by the European Regional Development Fund through the Interreg Alpine Space programme. 1

INTERREG Alpine Space

“e-mobility SMART grid for passengers and last mile freight transports in the

Alpine Space – e-SMART”

D.T2.3.1 e-SMART grid and e-mobility transport

services report “from E-CS to energy”

December 2020


Document Details

Project acronym e-SMART

Project title e-mobility SMART grid for passengers and last

mile freight transports in the Alpine Space

Project number 753

Action WP T2

Activity A.T2.3 - Definition of tactical road map

key elements and criteria

Deliverable Deliverable D.T2.3.1

Due date 2020.10

Delivery date 2020.12

Dissemination PPs

Partner in charge PP01 – RSE

Authors Cristina Cavicchioli

Federica Savini

Ennio Brugnetti

Short Description

Blueprint of key elements (energy production, renewable energy source rate, distribution,

services for flexible electric grid operation, local peaks management, power grid stability) of

energy grid integration with e-mobility, e-LPT, and e-LML services. Contains criteria for the

Tactical Roadmap.

Dissemination level

PU Public

PP Restricted to other programme participants

RE Restricted to a group specified by the consortium

CO Confidential, only for members of the consortium

Revision history

Version Date Author Organization

V1.0 31.12.2020

dd.mm.yyyy

dd.mm.yyyy

Final document


Index

1. Introduction to the e-smart tactical roadmap 7

2. Challenge and vision 10

3. Review of the current governance models 12

3.1. e-mobility regulatory framework 13

3.1.1. Italy 14

3.1.2. Slovenia 15

3.1.3. France 15

3.1.4. Germany 16

3.1.5. Austria 16

3.2. Actors and roles 16

4. Stakeholder analysis 24

5. Key elements surveys 28

5.1. Key elements from the PPs survey 28

5.2. Key elements from the Internal Living Lab 32

5.3. Key elements from the stakeholder survey 33

6. Key elements final proposal: Criteria for the tactical roadmap 36

Bibliography 38

ANNEX 1 – European, National, and Regional framework tables 39

Europe 39

Tab. A - European framework 39


Italy 43

Tab. B.1 - Italian framework 43

Tab. B1.1 - Lombardy 45

Tab. B1.2 - Veneto 46

Tab. B1.3 - Piedmont 49

Tab. B1.4 - Friuli Venezia Giulia 51

Tab. B1.5 - Province of Trento 52

Slovenia 53

Tab. B.2 - Slovenian framework 53

Tab. B2.1 - Ljubljana 61

Tab. B2.2 - Gorenjska/Kranj 63

France 74

Tab. B.3 - French framework 74

Tab. B.3.1 - Bourgogne-Franche-Comté 76

Tab. B.3.2 - Grand Est 77

Tab. B.3.3 - Auvergne-Rhone-Alpes 78

Germany 79

Tab. B.4 - German framework 79

Tab. B4.1 – Federal State level 82

Tab. B4.2 – Municipal level 84

Austria 86

Tab. B.5 - Austrian framework 86


Tab. B.5.1 - Kärnten (Klagenfurt) 88

ANNEX 2 – National Actors-Role Tables 89

Italy 89

Slovenia 91

France 93

Germany 95

Austria 97

ANNEX 3 – Key elements from PPs 99

3.1 Green Deal – Green Europe 99

3.2 Digital Europe – Smart Europe 108

3.3 Europe for Citizens – Smart PA 113


Abbreviation

AF Application Form

AS Alpine Space

E-CS Electric Charging Stations

EV Electric Vehicle

EU European Union

ICT Information and Communications Technology

LPT Local Public Transport

LML Last-Mile Freight Logistic

NGO Non-Governmental Organization

PA Public administration

PP Project Partner

WP Work Package


1. INTRODUCTION TO THE E-SMART TACTICAL ROADMAP

A tactical roadmap is a communication tool that contains an overview of the strategic steps that should

be taken in a long-term project to achieve a specific goal in order to structure it into individual, more

easily manageable steps over a defined period of time.

As in Fehler! Verweisquelle konnte nicht gefunden werden., the roadmap is the fundamental link,

or bridge, converting the project strategy and vision into an execution plan. It visualizes the key

outcomes that must be delivered in time to achieve the defined objectives knowing the gaps and

priorities that must be addressed. Defining the roadmap is part of the preparatory phase of the planning

activity and must consider all the possible uncertainties and alternative scenarios.

.

Figure 1-1 - A tactical strategy roadmap is the connection between strategy and vision and execution plan. Credits:

Jibility.

For the e-SMART project, the Tactical Roadmap (D.T2.4.1) will be an operational ready-to-use guide

that supports public and private decision makers to improve e-mobility services in the Alpine Space,

identifying and evaluating all the possible measures that could be taken with their impact, duration,

and costs. It will help the planning activity in the deployment of an adequate charging infrastructure

and support of the diffusion of electric LPT and LML. Moreover, the roadmap will guide a common

transnational approach for national, regional, and local PAs Energy and Mobility Strategic Plans

improvement.

The main objectives of the e-SMART Tactical Roadmap are:

contribution to national and regional energy and mobility planning in the Alpine Space region;

document to support decision makers/planning bodies and stakeholders in the field of e-

mobility charging infrastructure planning for public transport and last mile logistics;

facilitate project processes to achieve the objectives of E-CS operational phases and upgrade

the regions via digitalization of all the territories with a replicable structure;


transferable structure to the operational roadmaps for the Regions/reference area of the project

partners.

Figure 1-2 - Structure of the present Deliverable (D.T2.3.1).

It will guide a common transnational approach and method for national, regional, and local PA Energy

and Mobility Strategic Plans improvement.

The e-SMART Tactical Roadmap (D.T2.4.1) will use elements and criteria collected and presented in

this Deliverable (D.T2.3.1), whose structure is summarized in Figure 1-2.

Chapter 2 contains the challenge and vision of the project.

Chapter 3, 4, and 5 contain all the useful material that has been gathered to map the LPT and LML e-

mobility state-of-art in terms of infrastructure and services in the partners’ countries:

• a governance model review in terms of European, National, and Regional policies and actors

with their own role in each PP’s country;


• a stakeholder mapping and analysis, which identifies the stakeholders, their needs, the

expected results and the impacts of the planned actions, as well as the available resources, the

objectives of the engagement, and the willingness or the ability of the stakeholders to engage

and to be involved in the project;

• three key element surveys, two from the PPs and one from the public and private sectors. The

result is a selection of topics on which the PAs should increase knowledge on to address their

goals and provide effective policy instruments.

The path we took to identify relevant key elements for a territory went through an active engagement

of the stakeholders and target groups that are aware of the resources and needs of their own territory,

acknowledging the importance of a variety of actors in knowledge production from different spheres

of society (Grundel & Dahlström, 2016). Moreover, the PPs have set up 5 Regional Living Labs to

collect information (see D.T1.1.1 e-SMART Living Lab methodology) with the idea of a co-creation

strategy with the stakeholders, i.e. encourage networking of relevant stakeholders and teams working.

It is fundamental to assess the needs and possibilities of each actor to build the best data-driven policy-

making and policy-modelling for public administrations (European Commission, 2017).

Finally, Chapter 6 presents the ultimate proposal of key elements that can be considered inside the e-

SMART Tactical Roadmap and the operative ones. The proposed list represents a living list, which

will be updated from the partnership according their interaction with the major SH in their reference

areas and will be customized through selection criteria to be defined according to the Roadmaps’

requirements.


2. CHALLENGE AND VISION

The development of e-mobility in the Alpine Space is a real challenge. In a relatively small territory, 5

countries (Italy, Slovenia, Austria, Germany, France) are involved, each of them with an extremely

variegated geomorphology and delicate, protected environments. It is important to underline that the

development of fragmentary charging networks and the adoption of inconsistent strategies in different

areas could create constraints for e-LML and e-LPT diffusion.

Therefore, the e-SMART project must provide a new vision of e-LPT and e-LML management in

Alpine Space. There is a need to highlight the big step forward that must be taken between past and

future actions, to reinvent, rethink, and organize operations in the different territories. Effective

governance can be achieved only by abandoning the idea of working in isolated departments while

fostering the transnational cooperation between public and private actors for integrated approaches to

electric vehicle charging infrastructure planning and e-mobility services development. Partners and

observers must share regional critical aspects and needs in order to co-create, test, and validate new

common transnational tools, methods, and approaches for an integrated planning of E-CS and e-

mobility services in LPT and LML in the framework of smart territories and grid.

e-SMART will activate cooperation among PAs and e-mobility and energy operators through Smart

Living Labs, creating a tactical roadmap for decision makers on inter-municipal level to reach a

common approach in development of e-mobility services in LPT and in LML and in planning of

adequate E-CS network for the entire AS. It will design and test a set of transnational operational

instruments for public and private technicians to plan e-mobility infrastructure and services in

passengers and freight transports in the framework of smart grid and smart territories: a smart energy

integration toolkit.

A smart territory approach is fundamental: getting digitalization and community innovation strategies

implemented means taking forward a horizontal approach across municipal departments and local

government organizations. To articulate and implement digitalization and innovation agendas, strong

public-private partnerships are required. An expanded ecosystem of local, regional, and national public

sector partners may get involved, together with private sector partners, academia, NGOs, and citizens.

Depending on the exact solution, service, architecture, challenge at hand, it is important to decide the

role(s) that the governmental organization is to assume, and how much is left to the private sector.

Once these choices have been made, very distinct ‘flows’ of actions follow. The most important need

is the clarity in understanding the different models of governance that might be applied in different

situations to meet the right objectives. Figure 2-1 illustrates this, providing an explanation about the

role of government and non-government actors, as well as naming the associated types of governance

(Ambrose-Oji et al., 2017).


One of the key challenges for the project success is ensuring appropriate distribution of key

communications from PPs to the impacted target audience and final beneficiaries. Therefore, it is

important to ensure effective representation of relevant stakeholders, including those with high levels

of interest in e-SMART who may have low levels of influence, in addition to strategic stakeholders

with power, motivation and means to implement research outcomes (Fish et al., 2011).

Figure 2-1 - Government and non-government roles in different governance arrangement. Credits: Innovative

Governance for Urban Green Infrastructure (UGI): A Guide for Practitioners (Ambrose-Oji et al., 2017).


3. REVIEW OF THE CURRENT GOVERNANCE MODELS

A review of the regulatory framework and the public and private actors active in the E-CS planning

has been carried out for each PP’s country. In this chapter, a summary of the results is presented, while

the full review is organized into tables that can be found in Annex 1 and 2.

In Table 3-1, the PPs’ reference territories are listed. In addition, the partnership was able to gather

information from other territories to widen the Alpine Space regulatory framework analysis, as Friuli-

Venezia-Giulia Region (Italy), Province of Trento (Italy), and Bourgogne-Franche-Comté (France).

Table 3-1 - PPs' reference territories: 5 countries, 15 regions, and 15 partners. Regions with (*) are those included in

the regulatory framework analysis but are not PPs’ reference territories.

Country Reference area Partner

Italy

Lombardy region RSE

TSCAI

Piedmont Region

REGPIE Friuli-Venezia-Giulia Region*

Province of Trento*

Veneto Region Veneto Strade

France

Grand Est PVF

Bourgogne-Franche-Comté*

Rhone-Alpes AURA-EE

Germany

Kempten HKE

Kempten; County of Munich CA

County of Munich ITALCAM

LKM

Slovenia Ljubljana Municipality ASC

Gorenjska/Kranj Region BSC

Austria

Klagenfurt City of Klagenfurt (KLU)

STW

Wien COD AT


3.1. E-MOBILITY REGULATORY FRAMEWORK

The e-SMART project aims to provide a transnational approach, coherent with regional policies and

plans, in deployment of an interoperable infrastructure for e-LPT and e-LML. This work was done on

a solid review of the State of the Art of each PP’s country framework. The regulatory framework

updated to December 2020 and its relevance for e-mobility, e-LML and e-LPT is presented in Annex

1. First, a general scheme for Europe is described, then each PP’s country case is studied down to the

detail of each regional area of interest. In Figure 31 a scheme has been created to compare the main

recent policies made by the PP’s countries and by the European Commission.

Figure 3-1 - A scheme that compares the main recent policies made by the PP’s countries (horizontal timelines) and

by the European Commission (vertical timelines).

The analysis of e-mobility adoption pathways on a national level is a complex task due to its multi-

dimensional features. The identification of successful strategies is however crucial for the

decarbonization of the transport sector. As regards to e-mobility regulation, a clear similarity between

Germany and France comes out in terms of political factors and infrastructure incentives. Indeed, both

in France and Germany, the political support started in 2009. In France with the “Grenelle de

l’environnement”, the state developed a 14-point plan for supporting BEV adoption. On the other

side, Germany worked out the “Nationalen Entwicklungsplan Elektromobilitat (NEPE)” with the aim

of making Germany the leading market for electric mobility. Regarding to public and semi-public

infrastructure at the national level, the two countries have put in place various funding and cooperation


opportunities (Künle & Minke, 2020). Also in Austria, the development and spread of electric

mobility started in 2009 with the development of numerous tools and strategies including the “model

regions of electric mobility” programme. In Slovenia and Italy, instead, an active promotion of e-

mobility started only in the last five years, with a lot of regulations regarding the development of

infrastructure and automotive sectors. In Slovenia, the transport development strategy adopted in July

2015 and the national programme of development of transport until 2030 adopted in November 2017

are important steps and represent a comprehensive basis for developing the transport sector over the

coming decades.

So far, policy and innovation efforts remain overwhelmingly focused on incrementally optimising

existing private motorisation modes (“default car”) and automobile technologies rather than on

leveraging integrated transport and mobility strategies. Breaking this path-dependency is a key

innovation challenge. As for the e-LPT and e-LML, the quality of German, Austrian, and French

transport infrastructure is generally high and above the European average. The investments in these

sectors have recently increased in Slovenia and Italy. However, more efforts will be needed to address

the investment backlog in infrastructure which dates back several decades. In particular, Italian cities

and urban agglomerations should implement measures for sustainable multimodal urban mobility.

Investment needs should focus particularly on reducing dependency on private cars and enabling shift

towards cleaner collective public transport and active modes of mobility (multimodal platforms),

including take up of innovative solutions including public transport and last-mile logistics.

The project C-LIEGE is important for the development of e-LML in Europe. The C-LIEGE Project -

efficient management of transport and logistics of the last mile - is a showcase of good practices and

an integrated support tool for all European cities that aims at clean and sustainable urban freight

transport. Based on the analysis of the good practices identified in different European cities, the

project defined a decision support tool (C-LIEGE Toolbox) addressed to local authorities to plan,

implement, and monitor effective restrictive and incentive measures aimed at the management and the

planning of an integrated energy transport with high energy efficiency in urban areas. Through the

planning and implementation of adequate measures, such as access limitations, route optimization,

operator accreditation processes or incentives, local authorities can influence delivery in the last mile

to get cleaner, cheaper, and more efficient freight in cities.

3.1.1. Italy

The Italian national context is characterized by a complex scenario, in which the lack of infrastructure

and the small number of 50 kW power stations are the main limits to the development of the e-

mobility sector. Currently in Italy almost 4300 public charging stations have been installed, which is a

really low number when compared with France, U.K and Germany. Most of them, almost 48%, are in


the north-central Italy. However, the number of charging stations has significantly grown over 2014

thanks to e-mobility planning developments in the national regulatory framework, especially for e-

LML and e-LPT.

With reference to the national policies, a very important series of guidance documents related to

sustainability in the transport and private sectors have been drawn. The most important ones are the

“National Plan for Electric Charging Infrastructures” (PNIRE), the “Roadmap for a Sustainable

Mobility”, the “Legislative Decree 257/2016 Directive Alternative Fuels Initiative” (DAFI) and the

Decree of the Minister for Economic Development of 30 January 2020.

3.1.2. Slovenia

Slovenia aims to become carbon neutral in the next future, therefore decreasing harmful effects of

transportation to the environment and developing e-LPT and e-LML sectors play a very important

role. An active promotion of e-mobility started in 2015 and Slovenia has proven through diverse

projects that it is an e-mobility-friendly country. One of the biggest projects is the “The Slovenian

Green Corridors” that will enable the development of electromobility in Slovenia within the

framework of the European project Central European Green Corridors (CEGC). The main objective is

to establish a dense network of fast charging stations for electric vehicles on the motorway cross of the

Republic of Slovenia.

The most important national regulations concerning the development of electric mobility are the

following: Energy Act (2014), Decree on renewable energy sources (RES) in transport (2016), The

Transport Development Strategy (2015), The Resolution on transport policy, The Action program for

alternative fuels in transport (2019) and The Integrated National Energy and Climate Plan (2020).

3.1.3. France

Thanks to the number of electric cars, investments in infrastructure and electric car sharing programs,

France can become the European leader in electric mobility.

The French Government is working to give the country the right infrastructure for the diffusion of

electric mobility, with a plan for the deployment of public charging stations which provides subsidies

both for charging stations in public places and in private areas or workplaces. Moreover, France

encourages private companies to cooperate in spreading electric mobility by introducing incentive

mechanisms rather than new policies.

From 2010 to April 2019, 179,622 light EVs (passengers and light commercial) and 43,947 plug-in

hybrids were registered on a fleet of almost 38 million of vehicles.


With regards to the legislation, the recent national policies regarding e-mobility, e-LML and e-LPT in

France are the Law n° 2015-992 on energy transition, the Law n° 2019-1428 on mobility orientations,

and the Decree 2007-23 on low emission busses and coaches.

3.1.4. Germany

The development of electric mobility is a major forward-looking issue for Germany. The Federal

Government has adopted a set of measures to promote it, including a purchase grant for electric

vehicles, the expansion of the charging infrastructure, and a public procurement programme for the

purchase of electric vehicles by public authorities. The objective is to make the transport sector more

energy efficient, reduce its climate change impact and make it more environmentally sustainable.

The number of registered EVs reached approximately 220.000 in 2019 and approximately 75% of all

registered EV’s are still in use.

3.1.5. Austria

The shift towards electric mobility is increasingly gathering pace, and Austria is at the forefront of

developments in this field. In 2016 the number of newly registered electric cars rose by 128%, while

in 2010 only 112 electric vehicles were newly registered. However, Austria not only leads in terms of

numbers of registered vehicles or available charging infrastructure, it also plays a pioneering role in

research and technological development.

The investment promotion for EVs launched in 2017 has provided numerous benefits such as the

abolition of motor-related insurance tax, deductibility for input tax, elimination of non-cash

compensation, parking privileges in cities, low maintenance costs and many other advantages. These

measures allowed private users and companies to consider the purchase of an electric car a realistic

economical alternative.

3.2. ACTORS AND ROLES

Analysing the e-mobility value chain, it is possible to identify all the potential actors that could play a

significant role in achieving an integrated E-CS planning in relation to smart grid and e-mobility

services diffusion in LPT and LML. Here the results:

• National policy makers (Ministries);

• Regional PA;


• Municipal PA;

• Other local PA (e.g. metropolitan area, province, Land,);

• Regulatory authorities;

• Standardization bodies;

• Transmission System Operator (TSO), i.e. an entity entrusted with transporting energy on a

national or regional level, using fixed infrastructure;

• Distribution System Operator (DSO), i.e. operating managers/owners of energy distribution

networks, operating at low, medium and, in some cases, high voltage levels;

• Charging Point Operator (CPO), i.e. a company operating a pool of charging points. As a

separate service, CPOs rely on other EMSPs to provide access to their charging stations;

• e-Mobility Service Provider (eMSP), which takes care of activities related to managing

payments and creating value added services;

• Energy provider, i.e. a company that supplies electricity, which could also be the DSO;

• Balance Service Provider (BSP), i.e. a market participant with reserve-providing units or

reserve-providing groups able to provide balancing services manage fleets of vehicles as

aggregates to provide flexibility services;

• Platform providers;

• ICT operators/providers;

• Vehicle manufacturers (cars, delivery vehicles, busses);

• Vehicle sellers;

• E-CS manufacturers;

• Batteries manufacturers;

• Fleet managers;

• Taxi companies;

• Sharing service companies;

• LPT operators;

• Local transport agencies;

• LML service operators (logistics providers, trucking companies, intermodal operators);

• Terminal/port/airport undertakers;

• Private commercial sector;

• Retail companies;

• Private final users (e-commerce or standard customer);

• Private mobility users.

Their potential actions relevant for the E-CS network can be divided into 3 phases: planning,

management, and usage. Each phase is analysed according to 3 topics: e-mobility, LPT, and LML. An

analysis that identifies the players that are active and/or responsible in each phase is presented for each

PPs’ country and can be found in Annex 2.


An example of possible actions is given in the following lists.

1. Planning:

• create technical/tactical roadmaps to implement e-mob policies

• planning new charging infrastructure

• update of current regional guidelines

• coordinate the actions of different stakeholders and operators in the regional territory

• set requirements for new charging infrastructure

• planning of E-CS dedicated to charging LPT electric vehicles

• planning of E-CS dedicated to charging private electric vehicles (parking areas, shopping

centres)

• support the development of electric car sharing

• provide incentives or rewarding rules for e-mobility

• facilitate the installation of charging stations both in public and private areas (permissions,

public-ground usage regulation, technical support)

• support the local renewable production

• require a minimum percentage of electricity from renewable energies

• encouraging people to choose more active mobility options by (re-)designing the urban space

with more attractive green areas.

2. Management:

• infrastructure deployment

• installation of E-CS dedicated to charging LPT electric vehicles

• installation of E-CS dedicated to charging private electric vehicles

• procurement of EVs for use in PA

• free parking for e-vehicles in the short-term parking zone

• integrated booking and billing services across multiple public transport solutions (e.g. one city

card for all public transport services).

3. Usage:

• development/usage of a tool that maps all the charging stations and timing

• development/usage of a tool that tracks the fleet’s movements

• development/usage of a tool that optimizes freight load/unload

• development/usage of a platform that contains all the information related to LPT (e.g.

transport modes, real-time traffic, time schedules)

• sharing of private data (user) for added value


To visually summarize the information collected in Annex 2, the actors’ list was divided into 5 groups:

1. PAs = National policy makers, Regional PA, Municipal PA, other local PA, regulatory

authorities, and standardization bodies;

2. Energy service providers = TSO, DSO, CPO, eMSP, energy provider, and BSP;

3. ICT service providers = platform provider and ICT operators/providers;

4. Vehicle manufacturers/sellers = Vehicle manufacturers, vehicle sellers, E-CS manufacturers,

and batteries manufacturers;

5. Service companies/users = Fleet managers, taxi companies, sharing service companies, LPT

operators, local transport agencies, LML service operators, terminal/port/airport undertakers,

private commercial sector; retail companies, private final users, and private mobility users.

The actors’ roles in in each country, as indicated by each PP, were summed up and weighted according

to this clustering. For each topic (e-mobility, LPT, and LML) and for each phase (planning,

management, and usage) a radar plot was obtained to compare the results for each PP country, as

shown in Figure 3-2, Figure 3-3, and Figure 3-4.

0,0

0,5

1,0PAs

Energy service providers

ICT service providersVehicle manufacturers/Sellers

Service companies/users

E-MOB PLANNING

Italy andFrance

Slovenia

Germany

Austria


Figure 3-2 – Radar plots for the e-mobility data for each PP country collected in Annex 2. Actors were clustered in 5

groups. Note: Italy and France are indicated with the same colour due to the exact same choices collected in the

Tables in Annex 2.

0,0

0,5

1,0PAs




E-MOB MANAGEMENT

Italy andFrance

Slovenia

Germany

Austria

0,0

0,5

1,0PAs




E-MOB USAGE

Italy andFrance

Slovenia

Germany

Austria


Figure 3-3 - Radar plots for the LPT data for each PP country collected in Annex 2. Actors were clustered in 5

groups. Note: Italy and France choices are very similar, and the difference cannot be appreciated in these plots.

0,0

0,5

1,0PAs




LPT PLANNING

Italy

Slovenia

France

Germany

Austria

0,0

0,5

1,0PAs




LPT MANAGEMENT

Italy

Slovenia

France

Germany

Austria

0,0

0,5

1,0PAs




LPT USAGE

Italy

Slovenia

France

Germany

Austria


Figure 3-4 - Radar plots for the LML data for each PP country collected in Annex 2. Actors were clustered in 5

groups. Note: Italy and France are indicated with the same colour due to the exact same choices collected in the

Tables in Annex 2.

0,0

0,5

1,0PAs


ICT service providersVehicle

manufacturers/Sellers


LML PLANNING

Italy and France

Slovenia

Germany

Austria

0,0

0,5

1,0PAs


ICT service providersVehicle

manufacturers/Sellers


LML MANAGEMENT

Italy and France

Slovenia

Germany

Austria

0,0

0,5

1,0PAs




LML USAGE

Italy andFrance

Slovenia

Germany

Austria


A clear similarity between France and Italy, on one side, and Slovenia, Germany, and Austria, on the

other, comes out.

For Italy and France, the e-mobility planning goes from the PAs (regional, municipal, and local PAs,

regulatory authorities, and standardization bodies) up to the Energy service providers (TSO, DSO,

CPO, eMSP, Energy provider, and BSP). Focusing on the LML and LPT cases, these areas are

controlled by the LML or LPT operators and Local Agencies for Transport. The e-mobility

management is part of the DSO, CPO, eMSP, Energy provider, and BSP activities. The e-mobility

usage is up to all the service operators up to the private users.

For Slovenia, Germany, and Austria, instead, the roles are more widespread and homogeneously

distributed. The National policy makers are also active in all the 3 areas (planning, management, and

usage), as well as the municipal PAs and the TSO, DSO, and CPO. This indicates a better level of

coordination and governance between the different actors. Furthermore, all the phases are oriented

towards vehicle manufacturers/sellers and service companies/users. Interestingly, for Slovenia vehicle

sellers and fleet managers are active actors in all the areas and topics, whereas for Austria this is the

case of vehicle manufactures. In Germany and Austria, the only figures that are completely missing

are platform and ICT operator/providers.


4. STAKEHOLDER ANALYSIS

The scope of this work is to better understand the needs of all the actors in each country/territory.

Among the actors, stakeholders play a very important role in the project success, therefore it is crucial

to identify who they are, and which ones need to be engaged. This is done through a stakeholder

analysis, based on the project content and impact, the expected results, the available resources, the

objectives of the engagement, and the willingness or the ability of the stakeholders to engage and be

engaged in the project.

Stakeholders identification has three stages (Fish et al., 2011):

1. stakeholder mapping, i.e. identify all potential stakeholders;

2. assess, analysis, and prioritise the stakeholders;

3. develop an understanding of your stakeholders.

Table 4-1 collects the stakeholders that have been identified for e-SMART in the AF.

Table 4-1 - List of stakeholder groups affected by e-SMART.

Stakeholder categories e-SMART stakeholder groups

Local public authority

Municipalities and county authorities involved in the spatial, mobility (i.e. SUMP) and E-

CS infrastructure planning and local agencies delegated by PAs to operate on energy,

transports (in particular local public), environment and digitalization.

Regional public authority

Regional Authorities, especially policy makers and technicians, involved in territorial

planning of transport, public transport, e-mobility infrastructures and services, energy

efficiency, environment (Air Quality, decarbonisation) and PA digitalization.

National public authority National Authorities, especially policy makers and technicians, in the field of transport,

environment, smart territories development, e-mobility infrastructures and services, energy

efficiency, economic development and environment.

Sectorial agency Development, energy, and environment agencies that operates for Ministry, Region, and

local authorities to support the diffusion of innovative e-mobility services in LPT and

LML sectors.

Infrastructure and (public)

service provider

DSO, energy utilities & suppliers, e-mobility service providers, energy providers, fuel

station, associations for future charging service implementation, freight and passengers’

transports service providers and suppliers. Including digital infrastructure.

Interest groups including

NGOs

Foundations, Associations for the Environment protection and Smart City and territories

that promote more sustainable mobility solutions and transports.

Higher education and

research

Universities and research centres with specific competences in smart and sustainable

mobility, smart energy and grid, digital innovation, ICT.

Enterprise, excluding SME Enterprise and multinational corporations in the field of energy, digital innovation, and

sustainable transport (public transport and logistics).


Stakeholder categories e-SMART stakeholder groups

Business support

organisation

Chamber of commerce, business incubator or innovation centre, business and mobility

clusters that promote and support enterprises on regional and local level the diffusion of e-

mobility and charging infrastructure.

General public Citizens, students, tourist and end-users of e-mobility services and infrastructures.

Among the e-SMART activities, a plan to ensure stakeholders engagement has been developed as part

of the Communication Strategy, which has a dedicated deliverable (D.C.1.1). To this aim, all the

relevant stakeholders were mapped: from those with high levels of interest in e-SMART who may

have low levels of influence up to strategic stakeholders with power, motivation, and means to

implement research outcomes. Each PP was asked to identify all the relevant stakeholders as specific

as possible (name of department, responsible person, etc.), and place each of them into the

influence/interest grid shown in Figure 4-1 that plots stakeholder power against interest in the project.

This is one of the most used approach is to categorise stakeholders in relation to their relative levels of

interest and influence:

• high influence, highly interested people (Manage Closely/Collaborate): fully engage these

people, who are likely to be most beneficial for the project to engage. Work in partnership

with individuals, or groups, in relevant aspects of the decision-making process, including any

actions necessary for ensuring that these stakeholders remain fully satisfied, such as the

development of alternative methods and the identification of preferred solutions or outcomes;

• high influence, less interested people (Keep Satisfied/Involve): they may have significant

influence over the success of the project but may be difficult to engage throughout the project

process. Stakeholders in this box should work directly with the project team throughout the

project duration to ensure that their concerns and aspirations are understood, considered and,

where appropriate, incorporated into decision making;

• low influence, highly interested people (Keep Informed/Consult): adequately inform these

people and talk to them to ensure that no major issues are arising. Stakeholders in this box

should provide feedback, as well as, be informed and consulted on several projects’ issues.

People in this category can often be very helpful with the detail of your project; they are often

the marginal stakeholders which are usually ‘hard to reach’, and that might require special

attention to ensure their engagement and to empower them to equally engage in the project

process with more influential stakeholders;

• low influence, less interested people (Monitor/Inform): in general, there is less need to

consider them in much detail or to realize efforts to engage with them when the project

resources are limited. Adequately update interested third parties with balanced and objective

information to assist them in understanding the problem, identifying alternatives, recognising

opportunities, and discovering potential solutions.


Figure 4-1 - Influence/interest grid for stakeholder prioritization. Left: stakeholders are assigned to a category

according to their likely contribution and interest in the project. Right: mapping of the stakeholder groups

stakeholders that have been identified in the e-SMART AF.

Figure 4-2 - Influence/interest grid for all the stakeholders indicated by the PPs. Each quadrant shows the percentage

distribution per stakeholder type.


The stakeholders identified by each PP have been clustered into 6 categories: PAs, research, private

operators, public&private technicians, end users, and others. Their percentage distribution in the

influence/interest grid is shown in Figure 4-2. Having collected all the PPs’ contribution, many actors,

mainly PAs and private operators, are presented in all the quadrants, suggesting that they have

different roles, power, and interest according to the different territory, in line with what indicated by

the actors and roles analysis (Section Actors and roles3.2). In the Operational Roadmaps, the same

plot will be obtained for each PP’s territory, dividing the stakeholders per country.


5. KEY ELEMENTS SURVEYS

To develop right strategies and provide crucial information for the future elaboration of the Tactical

Roadmap, a selection of e-mobility topics on which the PAs should increase knowledge on must be

carried out. The main elements are related to energy production, renewable energy sources rate,

distribution, services for flexible electric grid operation, local peaks management, power grid stability,

energy grid integration with E-CS, e-LPT, e-LML, and e-mobility services.

The topic selection has been performed through three surveys:

1. among PPs and their territory of reference through a written collection;

2. among PPs through an oral discussion (Living Lab meeting);

3. among the stakeholders in private and public sectors through questionnaires.

The path we took to identify relevant key elements for a territory went through an active engagement

of the stakeholders and target groups that are aware of the resources and needs of their own territory,

acknowledging the importance of a variety of actors in knowledge production from different spheres

of society (Grundel & Dahlström, 2016). Moreover, the PPs have set up 5 regional Living Labs to

collect information (see D.T1.1.1 e-SMART Living Lab methodology) with the idea of a co-creation

strategy with the stakeholders, i.e. encourage networking of relevant stakeholders and teams working .

It is fundamental to assess the needs and possibilities of each actor to build the best data-driven policy-

making and policy-modelling for public administrations (European Commission, 2017).

5.1. KEY ELEMENTS FROM THE PPS SURVEY

An internal survey among the project partners has been carried out, identifying 3 priority objectives in

line with the main European policies, in which the key elements could be assigned:

1. Green Deal (COM(2019) 640 final, 2019) - Green Europe: innovation from LPT, LML, and

energy (alternative fuels, technology, organizational solution, trends, etc.);

2. Digital Europe (COM(2018) 434 final, 2018) - Smart Europe: smart city/village elements of

PA digitalization and data sharing in a Public-Private Partnership (PPP) framework;

3. Europe for Citizens (Reg. EU 390/2014, 2014) - Smart PA: policy cycle management,

policy instrument, participatory approach, new governance model.

The full survey result is reported in Annex 3. Here the key elements collected from the PPs:


1. Green Deal - Green Europe → Energy production and RES rate, V2V, Urban Mobility

Planning, Zero emission vehicles, Alternative fuels, Mobility As A Service, services for

flexible electric grid operation, local peaks management, power grid stability, V2G, energy

distribution service, battery development, standardized charging infrastructure;

2. Digital Europe - Smart Europe → Data sharing, Big Data, data platform, data lakes, Public

Private Partnership - Project Financing , procurements, cloud computing, open-source data

platforms, Cooperative Intelligent Transport Systems (C-ITS), Cooperative, connected and

automated mobility (CCAM), new business models for mobility;

3. Europe for Citizens - Smart PA → Policy cycle management, circular economy, sharing

economy, governance model, Participatory approach, Fair and safe and resilient mobility,

Communication and sensitization, autonomous buses, charging infrastructure, centralized

distribution sites, global thinking approach, creative use of policies.

In Fehler! Verweisquelle konnte nicht gefunden werden. the number of key elements with

subtopics per objective are plotted. Figures 5-2, 5-3, and 5-4 are radar plots containing the number

of times a subtopic is mentioned or described for each key element.


Figure 5-1 - Top: number of key elements collected for each priority objective. Bottom: number of subtopics collected

for each key element for each priority objective.

13

11

12

Green deal – Green Europe

Digital Europe – Smart Europe

Europe for Citizens – Smart PA

Number of key elements

45

28 26

Green deal – Green Europe

Digital Europe – Smart Europe

Europe for Citizens – Smart PA

Number of subtopics


Figure 5-2 - Radar containing all the key elements and their frequency for the PO Green Deal - Green Europe.

Figure 5-3 - Radar containing all the key elements and their frequency for the PO Digital Europe - Smart Europe.


Figure 5-4 - Radar containing all the key elements and their frequency for the PO Europe for citizens - Smart PA.

5.2. KEY ELEMENTS FROM THE INTERNAL LIVING LAB

To deepen the PPs survey results, an internal Living Lab (LL) has been set up with two separated

chatrooms to discuss two topics: “Policy” and “ICT”. The information gathered in this LL comes from

the interaction of the PPs who, according to their experience and framework, were able to provide

observations and points of reflection.

As regards to the debate on “Policy”, the PPs of each group agreed on a common vision: the

importance of supporting deployment of e-LML and e-LPT in the AS area. It was underlined the need

to know the state of the art in terms of policies and measures for the e-LML and e-LPT, which will be

the starting point of the Roadmap.

As regards to the debate on “ICT”, the discussion was focused on how to share mobility data and

collect data from potential customers. A solution is to engage existing users and study their behaviour.


Here, the list of key elements discussed in the chatrooms:

• e-LPT financing;

• e-LML financing;

• property and business model for e-LML E-CS;

• e-LML charging scheme;

• environmental assessment of different charging schemes;

• cost-benefit analysis (considering environmental aspects) of different e-LML solution;

• data of goods fluxes;

• optimization of goods fluxes;

• new scheme of interconnection among PA and private SH

• cooperative scheme for small municipalities;

• Public-Private Partnership (PPP);

• sharing charging infrastructure among different kinds of users;

• role of private sector;

• local renewable energy sources production;

• data sharing.

5.3. KEY ELEMENTS FROM THE STAKEHOLDER SURVEY

The stakeholder survey has been developed in order to gather useful data regarding the “State of the

Art” of infrastructures, vehicles, technologies, e-mobility solutions, services, and business models

applied to LPT and LML of each Alpine Region involved in the e-SMART project. The survey has

been directed to involve both private and public sectors. For the full description and results, see the

dedicated Deliverable “e-SMART mapping report from E-CS to mobility” (D.T2.2.1).

Each project partner has been asked to involve as many stakeholders as possible, belonging to e-

mobility, energy, LML and LPT sectors, and to interview the ones involved in the Regional Living

Labs, i.e. 5 working groups, one per country.

The PAs have been involved with the specific aim of mapping the elements that characterize a smart

territory from the local government point of view and the state of art of main policies at national,

regional, and local level, focused on e-mobility relevant for e-SMART. As for the private sector

actors, they have been involved with the aim to understand and investigate business model behind

their activities as LML operators, energy provides, operators in the field of e-mobility.

139 stakeholders completed the questionnaires. They belong to Italy for a 37%, France for a 20%,

Austria for a 15%, Germany for a 15%, and Slovenia for a 13%. The type of organisation belongs for a


45% to the PA, while for a 55% to non-PA, as shown in Figure 5-5. Figure 5-6 gives a general

overview of the expertise of the PAs and non-PAs that participated to the survey sectors in which

policies and measures are required by.

Figure 5-5 -Contribution to the survey per country and type of organization.

Figure 5-6 - General overview of the expertise of the PAs and non-PAs that participated to the survey.


As summarized in

Figure 5-7 – Top: wishes of policies per sector (e-mobility, energy, LML, and LPT) for the PAs and non-PAs. Bottom:

Sectors in which policies and measures are required by the PAs and non-PAs that participated to the survey.

the most relevant elements are:


• for both PAs and non-PAs

o the need of policies for infrastructure (mobility, energy, parking, financial issue);

o the low relevance of ICT, which is seen as support instrument to policy.

• in terms of differences between PAs and non-PAs

o for the former interoperability and technology issues are relevant;

o for the latter a simplification of bureaucratic procedures is suggested as important for

LPT and LML.


Figure 5-7 – Top: wishes of policies per sector (e-mobility, energy, LML, and LPT) for the PAs and non-PAs. Bottom:

Sectors in which policies and measures are required by the PAs and non-PAs that participated to the survey.

6. KEY ELEMENTS FINAL PROPOSAL: CRITERIA FOR THE

TACTICAL ROADMAP

The surveys reported in 5.1, 5.2, and 5.3 highlight the main issues that PAs and non-PAs should

consider when planning the deployment of e-mobility infrastructure in their territories and introduce

some recommendations in a concise way. The key elements collected in these surveys come from an

analysis of the current scenario but present some solutions for a possible harmonised scenario over the

next years.

The final proposal of key elements relevant for the e-SMART Roadmap can be summarized in Table

6-1, where the clustering in 3 priority objectives (Green Deal – Green Europe, Digital Europe – Smart

Europe, Europe for Citizens – Smart PA) from section 5.1 is kept.

In conclusion, the results presented in this deliverable give an indication for each PP’s territory on

how different local authorities are currently organising the deployment of recharging infrastructure

and implementing innovative solutions to reduce transport related GHG emissions.

Until a complete development of e-LML, e-LPT, and e-mobility is achieved, PAs and non-PAs should

cover the various domains with standards and protocols that best facilitate an open and resilient

environment enabling a smooth digital interaction between vehicle, services, and customers. With the

cooperation of regional and local authorities with the private sector, by designing and testing an

operational model to plan E-CS in the framework of smart grid, smart territories and e-mobility

services in passengers and freight transports, the e-SMART project aims to contribute to a larger

diffusion of e-mobility in the Alpine Space area can be reached.


Table 6-1 - Final proposal of key elements as basic criteria for the Tactical Roadmap for energy grid integration with

E-CS & LPT & LML e-mobility services.

Green Deal - Green Europe Digital Europe – Smart Europe Europe for Citizens – Smart PA

Energy production & renewable energy

source rate Data sharing Policy cycle management

V2V & V2G Big Data Circular economy

Urban Mobility Planning (Open-source) data platform Sharing economy

Zero emission vehicles Data lakes Governance model

Alternative fuels PPP - Project Financing Participatory approach

Mobility As A Service (MaaS) Procurements Fair, safe, and resilient mobility

Services for flexible electric grid

operation Cloud computing Communication and sensitization

Local peaks management Cooperative Intelligent Transport

Systems (C-ITS) Autonomous buses

Power grid stability Cooperative, connected, and

automated mobility (CCAM) Charging infrastructure

Energy distribution service New business models for

mobility Centralized distribution sites

Battery development Data of goods fluxes Global thinking approach

Standardized charging infrastructure Sharing charging infrastructure Creative use of policies

e-LPT and e-LML financing Guidelines for interoperability

among services

New scheme of interconnection among

PA and private SH

Environmental assessment and

cost/benefit analysis LML data capturing tools

Cooperative scheme for small

municipalities

Development of infrastructure (mobility,

energy, parking, financial issue)

LML and LPT service

agreements

Simplification of bureaucratic

procedures

Charging concept for LPT and LML LML instruments (street

cameras/sensors/traffic lights)

Sensitizing municipalities and

companies on sustainable logistic

solutions

Improved knowledge of one's territory

stakeholders' LML flows

Data exchange platforms among

Companies and PAs

Development of unified services for LPT

Smart charging management system

Smart grid network management system

Grid enforcement

LPT specific mobility policies (dedicated

lanes, smart traffic lights, …)

Planning of LPT and LML hubs location

This list is a wide proposal of key elements that can be considered inside the e-SMART Tactical

Roadmap and the operative ones and need to be customized through selection criteria to be defined

according to the Roadmaps’ requirements.

Each selected key element will be presented in the Roadmaps with the following scheme:


• A short description of the element, including which actors are involved and which data are

available this information can be obtained through interviews to experts (Partners,

Observers, Stakeholders) to get EU framework at EU/Alpine Space level, and then focus on

the local (PPs) territories;

• Identify possible objectives this information can be obtained through interviews to experts

(Partners, Observers, Stakeholders) focusing on local (PPs) territories.

Finally, the proposed list represents a living list, which will be updated from the partnership according

their interaction with the major SH in their reference areas.

BIBLIOGRAPHY

Ambrose-Oji et al. (2017). Innovative Governance for Urban Green Infrastructure: A Guide for Practitioners.

COM(2018) 434 final. (2018). REGULATION OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL establishing the Digital Europe programme for the period 2021-2027. Tratto da https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=COM%3A2018%3A434%3AFIN.

COM(2019) 640 final. (2019). COMMUNICATION FROM THE COMMISSION The European Green Deal. Tratto da https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:52019DC0640.

European Commission. (2017). CO-CREATION-06-2017 - Policy-development in the age of big data: data-driven policy-making, policy-modelling and policy-implementation. Tratto da https://ec.europa.eu/eurostat/cros/content/co-creation-06-2017-policy-development-age-big-data-data-driven-policy-making-policy-0_en

Fish et al. (2011). Participatory and Deliberative Techniques to Embed an Ecosystems Approach into Decision Making: An Introductory Guide. Department for Environment, Food and Rural Affairs, London.

Grundel, I., & Dahlström, M. (2016). A Quadruple and Quintuple Helix Approach to Regional Innovation Systems in the Transformation to a Forestry-Based Bioeconomy. Journal of the Knowledge Economy volume.

Künle, E., & Minke, C. (2020). Macro-environmental comparative analysis of e-mobility adoption pathways in France, Germany and Norway. Elsevier.


Reg. EU 390/2014. (2014). COUNCIL REGULATION (EU) No 390/2014 establishing the ‘Europe for Citizens’ programme for the period 2014-2020. Tratto da https://eur-lex.europa.eu/legal-content/EN/TXT/?uri=OJ%3AJOL_2014_115_R_0002&qid=1398334046443.

Each regulatory reference in ANNEX 1 is specified within the tables.


ANNEX 1 – EUROPEAN, NATIONAL, AND REGIONAL FRAMEWORK

TABLES

EUROPE

Tab. A - European framework

Year Ref. Main topic Relevant issues

2009 Decision

406/2009/CE

reduce by 2020 CO2

emissions

2020 objectives in EU GHG emission

e-mob.: increasing electricity generation from renewable energy

sources to reduce greenhouse gas emissions

Public transport and last-mile logistics are not the main focus. Only

suggested action on

LPT: improving collective transport helps to reduce private car

emissions

LML: no direct impact

https://eur-lex.europa.eu/legal-

content/EN/TXT/PDF/?uri=CELEX:32009D0406&from=EN

2009 Directive

2009/28/CE

promote the use of energy

from renewable sources

amending and subsequently repealing Directives 2001/77/EC and

2003/30/EC

e-mob: expansion of electricity produced from renewable energy

sources

LPT & LML: reduce dependence on imported oil in the transport

sector


content/IT/ALL/?uri=celex%3A32009L0028

2009 Directive

2009/33/CE

promotion of clean and

energy efficient road

transport vehicles

e-mob & LPT: To foster the promotion of clean vehicles on the basis

of public procurement


content/EN/TXT/PDF/?uri=CELEX:32009L0033&from=EN

2009 Regulation

443/2009

setting emission

performance standards for

new passenger cars: 120 g

CO2/km by 2012

e-mob: create incentives for the car industry to invest in new

technologies for light-duty vehicles


content/EN/TXT/HTML/?uri=CELEX:32009R0443&from=EN

2010 COM (2010)

2020

EUROPE 2020 A strategy

for smart, sustainable, and

inclusive growth

e-mob: proposals to modernise and decarbonise the transport sector


content/EN/TXT/HTML/?uri=CELEX:52010DC2020&from=it

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009D0406&from=EN

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009D0406&from=EN

https://eur-lex.europa.eu/legal-content/IT/ALL/?uri=celex%3A32009L0028

https://eur-lex.europa.eu/legal-content/IT/ALL/?uri=celex%3A32009L0028

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32009L0033&from=EN


https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32009R0443&from=EN


https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52010DC2020&from=it

https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52010DC2020&from=it



2010 COM (2010)

186

A European strategy on

clean and energy efficient

vehicles

e-mob & LPT & LML: encouraging the development and uptake of

clean and energy efficient ("green") heavy- (buses and trucks) and

light-duty vehicles (cars and vans) as well as two- and three-wheelers

and quadricycles


content/EN/TXT/HTML/?uri=CELEX:52010DC0186&from=IT

2011 COM (2011)

144 - White

Paper

Reduce oil dependency in

transport sector and to

reduce GHG emissions by

2050

e-mob.: Growing Transport and supporting mobility while reaching the

60% emission reduction target.

LPT & LML: To build a modern infrastructure. Transport charges and

taxes must be restructured in the direction of wider application of the

‘polluter-pays’ and ‘user-pays’ principle. Getting prices right and

avoiding distortions

https://eur-

lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2011:0144:FIN:en

:PDF

2013 COM (2013)

17

Clean Power for Transport:

A European alternative

fuels strategy

There is no single fuel solution for the future of mobility and all main

alternative fuel options must be pursued: LPG, natural gas (LNG, CNG,

biomethane, GTL), electricity, liquid biofuels, hydrogen

e-mob & LPT & LML: low CO2 alternatives to oil are also

indispensable for a gradual decarbonisation of transport

https://eur-

lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2013:0017:FIN:E

N:PDF

2014 Regulation

333/2014

severe limits on emissions

for reaching the 2020 target

to reduce CO2 emissions

from new passenger cars -

no special focus on local

LPT and LML, that still

contribute to a small share

of the emissions originating

from the transport sector

amending Regulation (EC) No 443/2009

new target: 95 g CO2/km by 2020

e-mob: create incentives for the car industry to invest in new

technologies for light-duty vehicles


content/EN/TXT/HTML/?uri=CELEX:32014R0333&from=EN

https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52010DC0186&from=IT

https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:52010DC0186&from=IT

https://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2011:0144:FIN:en:PDF



https://eur-lex.europa.eu/LexUriServ/LexUriServ.do?uri=COM:2013:0017:FIN:EN:PDF







2014 Directive

2014/94/EU

defines a set of measures for

the creation of an

alternative fuel

infrastructure

e-mob & LPT & LML: This Directive defines the minimum

requirements for the construction of alternative fuels infrastructure,

including charging points for electric vehicles and refuelling points for

natural gas (LNG and CNG) and hydrogen


content/EN/TXT/PDF/?uri=CELEX:32014L0094&from=IT

2016 Directive

2016/2284/EU

Measures to reduce

emissions of atmospheric

pollutants

amending Directive 2003/35/EC and repealing Directive 2001/81/EC

e-mob & LPT & LML: reduce emissions of sulphur dioxide (SO2),

nitrogen oxides (NOx), and non-methane volatile organic compounds

(NMVOC) in the all the possible sectors including road transport


content/EN/TXT/HTML/?uri=CELEX:32016L2284&from=EN

2016 Paris

agreement

(COP21)

United Nations Framework

Convention on Climate

Change - maintain the

world temperature rise

below 2°C and, if possible,

below 1.5°C compared to

preindustrial levels

increase the ability to adapt

to the adverse impacts of

climate change and foster

climate resilience and low

greenhouse gas emissions

development

e-mob & LPT & LML: solutions to decarbonize transport sector

https://unfccc.int/sites/default/files/english_paris_agreement.pdf

2018 Regulation

2018/842

Update of the GHG

emissions reduction targets

binding annual GHG emission reductions by Member States from 2021

to 2030 meet commitments under the Paris Agreement and amending

Regulation (EU) No 525/2013

GHG means emissions in terms of tonnes of CO2 equivalent of carbon

dioxide (CO2), methane (CH4), nitrous oxide (N2O),

hydrofluorocarbons (HFCs), perfluorocarbons (PFCs), nitrogen

trifluoride (NF3) and sulphur hexafluoride (SF6)

Public transport and last-mile logistics only contribute to a small share

of the emissions originating from the transport sector

e-mob & LPT & LML: decarbonise the transport sector


content/EN/TXT/PDF/?uri=CELEX:32018R0842&from=EN

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32014L0094&from=IT

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32014L0094&from=IT

https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32016L2284&from=EN


https://unfccc.int/sites/default/files/english_paris_agreement.pdf

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32018R0842&from=EN

https://eur-lex.europa.eu/legal-content/EN/TXT/PDF/?uri=CELEX:32018R0842&from=EN



2018 Directive

2018/2001/UE

promotion of use of energy

from renewable sources

The Directive defines the rules relating to:

e-mob: financial support for renewable resources electricity and the

self-consumption of this electricity;

e-mob & LPT & LML: the use of energy from renewable sources in

the heating and cooling sector and in the transport sector;

Furthermore, the criteria for sustainability and for the reduction of

greenhouse gas emissions for biofuels, bioliquids and biomass fuels are

set.


content/EN/TXT/PDF/?uri=CELEX:32018L2001&from=EN

2019 Directive

2019/944/UE

common rules for the

internal market for

electricity - need to

organise electricity markets

in a more flexible manner

and to fully integrate all

market players – including

producers of renewable

energy, new energy service

providers, energy storage

and flexible demand

amending Directive 2012/27/EU

e-mob & LPT & LML: fundamental step for the electrification of

private mobility, public transport, and freight logistics



2019 Directive

2019/1161/UE

promotion of clean and

energy efficient road

transport vehicles

amending Directive 2009/33/EC

e-mob & LPT & LML: to foster the promotion of clean vehicles on

the basis of public procurement for light- and heavy-duty vehicles,

including practices such as lease, rental, and hire-purchase of vehicles










ITALY

Tab. B.1 - Italian framework


2012 Legge 7 agosto 2012

n. 134

To promote mobility by means of

low-emission vehicles - measures to

promote infrastructure for the

transport sector (electrification,

alternative fuels, ...) and reduce GHG

emissions

e-mob & LPT & LML: all kinds of vehicles are

included

https://www.gazzettaufficiale.it/eli/gu/2012/08/11/

187/so/171/sg/pdf

2014 PNIRE (Piano

Nazionale

Infrastrutturale per

la Ricarica dei

veicoli alimentati a

energia Elettrica) del

30 giugno 2016

To guarantee minimum levels of

accessibility for the charging service

- Furthermore defines some discounts

for the purchase of low-emission

vehicles.

e-mob & LPT & LML: Defines specific program

agreements, to promote the participation of public

and private entities, including DSO

http://www.governo.it/sites/governo.it/files/PNire.

pdf

2016 Decreto legislativo 16

dicembre 2016 n.257

defines a set of measures to promote

diffusion of low-emission vehicles

and for the creation of an alternative

fuel infrastructure - also simplifying

bureaucratic procedures

e-mob & LPT & LML: all kinds of vehicles are

included

https://www.gazzettaufficiale.it/eli/id/2017/01/13/

17G00005/sg

2017 Decreto Ministeriale

del 3 agosto 2017

Documentation to build charging

infrastructures

e-mob: list of all the documentation (certificates,

permissions, ...) needed to build electric

infrastructure


17A08289/sg

2018 Decreto del 2 marzo

2018

Documentation to build charging

points

LPT & LML: To promote the use of biomethane

and other advanced biofuels in the transport sector

https://www.mise.gov.it/images/stories/normativa/

DM-biometano-2-marzo_2018_FINALE.pdf

https://www.gazzettaufficiale.it/eli/gu/2012/08/11/187/so/171/sg/pdf

https://www.gazzettaufficiale.it/eli/gu/2012/08/11/187/so/171/sg/pdf

http://www.governo.it/sites/governo.it/files/PNire.pdf

http://www.governo.it/sites/governo.it/files/PNire.pdf

https://www.gazzettaufficiale.it/eli/id/2017/01/13/17G00005/sg

https://www.gazzettaufficiale.it/eli/id/2017/01/13/17G00005/sg

https://www.gazzettaufficiale.it/eli/id/2017/12/13/17A08289/sg


https://www.mise.gov.it/images/stories/normativa/DM-biometano-2-marzo_2018_FINALE.pdf

https://www.mise.gov.it/images/stories/normativa/DM-biometano-2-marzo_2018_FINALE.pdf



2020 Decreto del Ministro

dello sviluppo

economico 30

gennaio 2020

Promote smart grid and V2G

research

e-mob: promote the diffusion of electric vehicles

and the possibility of a bidirectional connection

between electric vehicles and power grids

(Vehicle-to-Grid)


20A00891/sg




Tab. B1.1 - Lombardy


2013 Programma Regionale

di Sviluppo (PRS)

Medium term (2013-2018)

strategy for development of LPT

and freight mobility

infrastructures (regional railways,

airport transport, low-emission

mobility)

e-mob & LPT & LML: Regional plan to

develop LPT, freight mobility infrastructures

and low-emission mobility

https://www.regione.lombardia.it/wps/portal/isti

tuzionale/HP/istituzione/programma-e-

finanze/programma-regionale-di-sviluppo

2015 Programma Energetico

Ambientale Regionale

(PEAR)

promotion of use of energy from

renewable sources (FER)

e-mob & LPT & LML: reducing GHG

emissions, improving infrastructures, promoting

sustainable mobility

http://www.monvisoenergia.it/wp-

content/uploads/2015/11/Lombardia_PEAR.pdf

2016 Programma Regionale

della Mobilità e dei

Trasporti (PRMT)

planning of the transport services

and networks offered by the

region

e-mob & LPT & LML: Defines the

infrastructures development and services for

the public mobility, e-mobility, and freights in

Lombardy

https://www.regione.lombardia.it/wps/portal/isti

tuzionale/HP/DettaglioRedazionale/istituzione/d

irezioni-generali/direzione-generale-

infrastrutture-trasporti-e-mobilita-

sostenibile/programma-regionale-mobilita-

trasporti

2019 Delibera Consiglio

Regionale 759 2019

renewal of distribution network

for low-emission fuels and

electric infrastructures

e-mob & LPT & LML: analysis of

infrastructure networks and goals for alternative

fuels

https://www.regione.lombardia.it/wps/wcm/con

nect/78d77d9d-6db4-4b20-bea4-

b373d04f9048/DCR+759+del+12.11.2019.pdf?

MOD=AJPERES&CACHEID=ROOTWORKS

PACE-78d77d9d-6db4-4b20-bea4-

b373d04f9048-mWIyDbR

https://www.regione.lombardia.it/wps/portal/istituzionale/HP/istituzione/programma-e-finanze/programma-regionale-di-sviluppo



http://www.monvisoenergia.it/wp-content/uploads/2015/11/Lombardia_PEAR.pdf

http://www.monvisoenergia.it/wp-content/uploads/2015/11/Lombardia_PEAR.pdf

https://www.regione.lombardia.it/wps/portal/istituzionale/HP/DettaglioRedazionale/istituzione/direzioni-generali/direzione-generale-infrastrutture-trasporti-e-mobilita-sostenibile/programma-regionale-mobilita-trasporti






https://www.regione.lombardia.it/wps/wcm/connect/78d77d9d-6db4-4b20-bea4-b373d04f9048/DCR+759+del+12.11.2019.pdf?MOD=AJPERES&CACHEID=ROOTWORKSPACE-78d77d9d-6db4-4b20-bea4-b373d04f9048-mWIyDbR







Tab. B1.2 - Veneto


2007 Programma

Regionale di

Sviluppo (PRS)

The mobility infrastructure

system

Future challenges, the transport needs, goals planning,

development of strategies of a new regional transport policy

https://www.regione.veneto.it/web/programmazione/prs

2016 DGR n. 90 del 19

aprile 2016

Aggiornamento

Piano Regionale

di Tutela e

Risanamento

dell’Atmosfera

The plan aims to prevent or

reduce emissions of harmful air

pollutants and to define

appropriate ambient air quality

objectives considering relevant

World Health Organization

standards, guidelines, and

programmes

The general objective is to improve regional air quality to

protect human health and vegetation.

The strategic objectives take their cue from the situations

of overcoming, for some pollutants atmospheric, their limit

values, target values and thresholds indicated in Legislative

Decree no. 155 of 13 August 2010 implementing Directive

2008/50/EC, with reference to zones or areas of overcoming

identified on the regional territory. The strategic objectives

are the following:

1. Achieving the annual and daily limit value for PM10

2. Achieving the annual limit value for PM2.5

3. Achieving the annual limit value for NO2

4. Achieving the target value and the long-term ozone target

O3

5. Achievement of target value for benzo(a)pyrene

6. Contributing to the achievement of the national target for

the reduction of effect gas emissions greenhouse

https://www.regione.veneto.it/web/ambiente-e-

territorio/tutela-qualita-aria

2016

DGR n. 784 del

27 maggio 2016

Piano nazionale

infrastrutturale

per la ricarica

dei veicoli

alimentati a

energia elettrica

(PNIRE)

Start of a first pilot phase aimed

at the implementation of

charging stations in the capital

cities of Venice, Treviso and

Vicenza

Grant of contributions for the completion of the distribution

network of electric vehicle recharging systems, and start to

draw up an act of direction for the homogeneous placement

of the power stations in the regional territory

https://bur.regione.veneto.it/BurvServices/pubblica/Dettagli

oDgr.aspx?id=324076

https://www.regione.veneto.it/web/programmazione/prs

https://www.regione.veneto.it/web/ambiente-e-territorio/tutela-qualita-aria

https://www.regione.veneto.it/web/ambiente-e-territorio/tutela-qualita-aria

https://bur.regione.veneto.it/BurvServices/pubblica/DettaglioDgr.aspx?id=324076




2017 Piano Energetico

Regionale (PER)

- Renewable Sources

- Energy Saving

- Energy Efficiency

Definition of the guidelines and coordination of

programming for the promotion of renewable sources and

energy saving implementation

https://www.regione.veneto.it/web/energia/piano-

energetico-regionale

2019 Piano Regionale

Trasporti 2020-

2030 (PRT)

Promote road connections (e.g.

Veneto-Piedmont), high-speed

railway (e.g. Brescia-Padova),

public transport

Planning and evaluating strategies, improving road and

railway connections, promoting communication between

stakeholders and actors

LPT: renew of the fleet

LML: plan and evaluate the possibility of build a Dolomiti

railway

https://www.regione.veneto.it/web/mobilita-e-

trasporti/piano-regionale-trasporti

2019 DGR n. 1633 del

05 novembre

2019

Promotion of eco-efficiency

and reduction of primary

energy consumption in public

buildings or facilities and

integration of renewable energy

sources

Call for tenders for the disbursement of contributions for the

energy efficiency of public real estate for residential use.

https://bur.regione.veneto.it/BurvServices/Pubblica/Dettagli

oDgr.aspx?id=407106


dei Trasporti

2020-2030

Pursue a unitary and shared

vision, promoting a sustainable

mobility system from a social,

economic and environmental

point of view.

The aim of the plan is to create a coherent set of policies

governing the multiple aspects of the transport sector

https://www.regione.veneto.it/web/mobilita-e-

trasporti/piano-regionale-trasporti

2020 2030: LA

STRATEGIA

REGIONALE

PER LO

SVILUPPO

SOSTENIBILE

Regional Strategy, which aims

to achieve the objectives of

Agenda 2030

The path was based on the assumption that the involvement

of communities and territories was not only crucial but is the

best guarantee for its effective implementation in the future.

The regional strategy for sustainable development is divided

into 17 objectives among which: Goal 11 Sustainable Cities

and Communities (Making cities and human settlements

inclusive, safe, durable and sustainable);

Goal 13 Combating Climate Change (Promoting action at all

levels to combat climate change)

https://venetosostenibile.regione.veneto.it/home

https://www.regione.veneto.it/web/energia/piano-energetico-regionale

https://www.regione.veneto.it/web/energia/piano-energetico-regionale

https://www.regione.veneto.it/web/mobilita-e-trasporti/piano-regionale-trasporti


https://bur.regione.veneto.it/BurvServices/Pubblica/DettaglioDgr.aspx?id=407106




https://venetosostenibile.regione.veneto.it/home



2020 DGR n. 360 del

24 marzo 2020

Azioni finalizzate

alla concessione

di contributi per

la rottamazione

di veicoli

inquinanti.

Actions aimed at granting

subsidies for the scrapping of

polluting vehicles and

replacement with newly

registered low environmental

impact vehicles

The Veneto Region, within the framework of air quality

management activities and pollutant emission limits, has

paid particular attention to the need to contribute to the

reduction of pollution in the regional territory by promoting

structural measures for the achievement of limit values of

particulate matter and nitrogen oxides in the atmosphere,

imposed on member states by the current EU national

legislation.

The Regional Plan of Protection and Restoration of the

Atmosphere (P.R.T.R.A.), approved by resolution of the

Regional Council n. 57 of 11.11.2004 and the subsequent

update of the P.R.T.R.A., approved by resolution of the

Regional Council n. 90 of 16.04.2016, provide, in this

regard, specific actions in favour of sustainable mobility and

the prevention and reduction of emissions due to the

circulation of vehicles, which is one of the areas of

considerable impact on air quality.

https://bur.regione.veneto.it/BurvServices/Pubblica/Dettagli

oDgr.aspx?id=417590

2020 DGR n. 1393 del

16 settembre

2020.

Studio regionale

su progetto di

sperimentazione

di titoli di viaggio

unificati.

Experimentation project of

unified tickets for the integrated

use of local public transport and

other public mobility services,

with a view to multimodal

integration

The path was based on the PRT 2030 that launches the

integration and innovation of transport systems and sets

among its objectives and specific goals, the need to seize the

opportunities of the ICT revolution, connectivity and

automation in transport, aiming in particular to achieve the

improvement of air quality in the Region, defining

quantitative objectives in terms of modal shift from road to

more sustainable modes of transport, in particular railways

https://bur.regione.veneto.it/BurvServices/pubblica/Dettagli

oDgr.aspx?id=428727

Veneto LPT

Enterprises

Independent purchase electric

buses

Articles:

https://www.autobusweb.com/bus-elettrici-per-padova-in-

arrivo-11-milioni-di-euro/

https://www.oggitreviso.it/treviso-bus-elettrici-centro-

storico-199806

https://live.comune.venezia.it/it/nuovo-autobus-elettrici-

lido-venezia

http://mobilita.org/2020/07/17/verona-bus-elettrici-al-via-il-

primo-test-per-lacquisto-dei-nuovi-mezzi/





https://www.autobusweb.com/bus-elettrici-per-padova-in-arrivo-11-milioni-di-euro/

https://www.autobusweb.com/bus-elettrici-per-padova-in-arrivo-11-milioni-di-euro/

https://www.oggitreviso.it/treviso-bus-elettrici-centro-storico-199806

https://www.oggitreviso.it/treviso-bus-elettrici-centro-storico-199806

https://live.comune.venezia.it/it/nuovo-autobus-elettrici-lido-venezia

https://live.comune.venezia.it/it/nuovo-autobus-elettrici-lido-venezia

http://mobilita.org/2020/07/17/verona-bus-elettrici-al-via-il-primo-test-per-lacquisto-dei-nuovi-mezzi/

http://mobilita.org/2020/07/17/verona-bus-elettrici-al-via-il-primo-test-per-lacquisto-dei-nuovi-mezzi/


Tab. B1.3 - Piedmont



dell’Infomobilità

(PRIM)

promote use of new technologies

and information systems

LPT: promoting ICT for the governance and for the

citizens (e.g. traffic regulation, mobility of people)

http://www.regione.piemonte.it/governo/bollettino/abb

onati/2019/17/attach/dda1800000620_1040.pdf

2013 DGR 2 aprile 2014,

n. 4-7351

Public tender

1st Project on renewing LPT fleet

with full electric LPT busses

More than 50 e-busses are working on LPT lines.

DGR available on


onati/2014/15/attach/dgr_07351_930_02042014.pdf

2014 DGR 42-232 del 4

agosto 2014

Institution of a Smart mobility

working group to face the

multidisciplinary of the e-mob..

DGR available on

https://www.regione.piemonte.it/web/temi/mobilita-

trasporti/mobilita-elettrica/mobilita-elettrica

2018

DGR n. 33-7698 del

12 ottobre 2018

Guideline on interoperability of

E-CS for public users

Guideline available on


trasporti/mobilita-elettrica/linee-guida-tema-mobilita-

elettrica


della Mobilità e dei

Trasporti (PRMT)

planning of the transport services

and networks offered by the

region

The approved PRMT foresees the sectorial plans, 1 on

people’s mobility and 1 on goods’ mobility. These

two plans are built through a very significant

involvement of stakeholders

PRMT available on


trasporti/pianificazione-della-mobilita-dei-

trasporti/piani-settore-prmop-prlog

2019 Programma

Energetico

Ambientale

Regionale (PEAR)

Approval is on going

promotion of use of energy from

renewable sources (FER)

PEAR’s proposal is available on

https://www.regione.piemonte.it/web/temi/sviluppo/sv

iluppo-energetico-sostenibile/proposta-nuovo-piano-

energetico-ambientale-regionale-pear-0

http://www.regione.piemonte.it/governo/bollettino/abbonati/2019/17/attach/dda1800000620_1040.pdf

http://www.regione.piemonte.it/governo/bollettino/abbonati/2019/17/attach/dda1800000620_1040.pdf

http://www.regione.piemonte.it/governo/bollettino/abbonati/2014/15/attach/dgr_07351_930_02042014.pdf

http://www.regione.piemonte.it/governo/bollettino/abbonati/2014/15/attach/dgr_07351_930_02042014.pdf

https://www.regione.piemonte.it/web/temi/mobilita-trasporti/mobilita-elettrica/mobilita-elettrica

https://www.regione.piemonte.it/web/temi/mobilita-trasporti/mobilita-elettrica/mobilita-elettrica

https://www.regione.piemonte.it/web/temi/mobilita-trasporti/mobilita-elettrica/linee-guida-tema-mobilita-elettrica



https://www.regione.piemonte.it/web/temi/mobilita-trasporti/pianificazione-della-mobilita-dei-trasporti/piani-settore-prmop-prlog



https://www.regione.piemonte.it/web/temi/sviluppo/sviluppo-energetico-sostenibile/proposta-nuovo-piano-energetico-ambientale-regionale-pear-0





2019 Piano Regionale per

la Qualità dell’Aria

(PRQA)

Tool to plan, manage, and control

atmospheric pollution,

improving environmental and

health-care conditions

e-mob & LPT & LML: planning how to improve air

quality by means of the following sectors: agriculture,

energy, transport, and industry


onati/2019/16/attach/aa_aa_deliberazione%20del%20c

onsiglio%20regionale_2019-04-17_68036.pdf

2020 Incentivi per la

mobilità sostenibile

delle imprese- PRQA

The measure aims to support

Piedmont’s enterprises in the use

of more agile and adequate

transport for urban areas and for

logistic (LML) in order to limit

the use of private cars and, to

replace the more obsolete and

polluting regional vehicle fleet.



dei soggetti pubblici-

PRQA


Piedmont’s public body in the use

of more agile and adequate

transport for urban areas in order

to limit the use of private cars

and, to replace the more obsolete

and polluting regional vehicle

fleet.



dei cittadini

piemontesi - PRQA


Piedmont’s citizens in the use of

more agile and adequate transport

for urban areas in order to limit

the use of private cars and, to

replace the more obsolete and

polluting regional vehicle fleet.

https://www.regione.piemonte.it/web/temi/ambiente-

territorio/ambiente/prqa-contributi-per-sviluppo-della-

mobilita-sostenibile-dei-cittadini-

piemontesi#:~:text=PRQA%20%2D%20Contributi%2

0per%20lo%20sviluppo%20della%20mobilit%C3%A

0%20sostenibile%20dei%20cittadini%20piemontesi,-

Ascolta&text=I%20contributi%2C%20a%20fondo%2

0perduto,da%202.000%20a%204.000%20euro.

2020 The approval is on-

going (within 2020)

2° Project on renewing LPT fleet

with full electric LPT busses

The target is around 150 new full electric busses.

Some LPT enterprises dome proper public tenders for

LPT busses.

http://www.regione.piemonte.it/governo/bollettino/abbonati/2019/16/attach/aa_aa_deliberazione%20del%20consiglio%20regionale_2019-04-17_68036.pdf



https://www.regione.piemonte.it/web/temi/ambiente-territorio/ambiente/prqa-contributi-per-sviluppo-della-mobilita-sostenibile-dei-cittadini-piemontesi#:~:text=PRQA%20-%20Contributi%20per%20lo%20sviluppo%20della%20mobilit%C3%A0%20sostenibile%20dei%20cittadini%20piemontesi,-Ascolta&text=I%20contributi%2C%20a%20fondo%20perduto,da%202.000%20a%204.000%20euro.









Tab. B1.4 - Friuli Venezia Giulia


2011 Piano regionale delle

infrastrutture di trasporto,

della mobilità delle merci e

della logistica

It deals with the whole regional

transport network, including freight

mobility and logistics.

http://www.regione.fvg.it/rafvg/cms/RAFV

G/infrastrutture-lavori-

pubblici/infrastrutture-logistica-

trasporti/FOGLIA18/

2013 Piano Regionale del

Trasporto Pubblico Locale

(PRLPT)

It represents the tool which sets up the

whole regional and local public

passenger transport system with all its

interchange infrastructures.


G/infrastrutture-lavori-

pubblici/infrastrutture-logistica-

trasporti/FOGLIA107/

2015 Piano Energetico Regionale

- PER

It is the strategic reference tool with

which the Region, in compliance with

the EU, national and regional

guidelines, ensures a correlation

between the energy produced, its

efficient and effective use and the

ability of the territory to absorb this

energy, and the environment. The

basic strategy of PER pursues the

principle of sustainable development,

protecting the historical and cultural

environmental heritage.


G/ambiente-territorio/energia/FOGLIA111/

http://www.regione.fvg.it/rafvg/cms/RAFVG/infrastrutture-lavori-pubblici/infrastrutture-logistica-trasporti/FOGLIA18/








http://www.regione.fvg.it/rafvg/cms/RAFVG/ambiente-territorio/energia/FOGLIA111/

http://www.regione.fvg.it/rafvg/cms/RAFVG/ambiente-territorio/energia/FOGLIA111/


Tab. B1.5 - Province of Trento


2012 legge provinciale n. 20 del 4

ottobre 2012 “Legge

provinciale sull'energia”

The Autonomous Province of Trento, in accordance

with the national and European Union energy policy,

promotes and coordinates, with the involvement of

public and private subjects, initiatives aimed at a

rational use of fossil energy sources, the enhancement

of renewable energy sources, efficiency and energy

saving as well as an overall improvement in the

quality of life, in the context of model of sustainable

development, while reducing, at the same time, the

emerging negative externalities that could cause

damage to the social life of the territory and its

economy.

https://www.consiglio.provincia.t

n.it/leggi-e-archivi/codice-

provinciale/Pages/legge.aspx?uid

=23822

2013 Piano energetico

ambientale provinciale

(PEAP) 2013-2020 adottato

con delibera della giunta

provinciale n. 775 del 3

Maggio 2013, in conformità

a quanto previsto dall’art. 2

lp. 20/2012

The objectives of the PEAP for the period 2013-2020

derive in part from the Ministerial Decree of 15

March 2012 (so-called "Burden sharing"), which

requires the Province to reach at least 35.5% of the

share of renewable energy production on

consumption by 2020 gross finals, and in part by the

provincial law of 17 September 2013, n. 19 which

provides for the reduction of greenhouse gas

emissions by 50% compared to 1990 levels by the

year 2030 and by 90% by the year 2050.

Currently APRIE Provincial

Agency for Water Resources and

Energy is working on the new

PEAP 2020-2025 and is updating

the Provincial Plan for Electric

Mobility PPME 2017-2025 to

2020.

http://www.energia.provincia.tn.it/

peap/

https://infoenergia.provincia.tn.it/

http://www.energia.provincia.tn.it

2017 Legge provinciale 30

giugno 2017, n. 6

“Pianificazione e gestione

degli interventi in materia di

mobilità sostenibile”

Among the main purposes of the Law, the Province

promotes sustainable mobility understood as an

integrated and multimodal system of provincial

mobility that allows reducing dependence on oil and

non-renewable raw materials, without sacrificing

efficiency, effectiveness and the right to mobility.

https://www.consiglio.provincia.t

n.it/leggi-e-archivi/codice-

provinciale/Pages/legge.aspx?uid

=30717

2017 Piano provinciale per la

Mobilità elettrica “PPME

2017-2020” adottato con

delibera della Giunta

provinciale n. 1535 del

22/09/2017 ai sensi

dell’Art. 52, comma 3 della

l.p. 20 marzo, n. 3

The PPME, in line with the European and national

regulatory framework, identifies the set of strategies

and measures to develop electric mobility in the

provincial territory (from infrastructure to incentives

for the purchase of electric vehicles to promotion).

Numerous measures (from 2017

to today) for incentives to support

the development of electric

mobility

http://www.apiae.provincia.tn.it/a

mbiti_intervento_aiuti/-

Aiuti_mob_el/pagina44.html

https://www.consiglio.provincia.tn.it/leggi-e-archivi/codice-provinciale/Pages/legge.aspx?uid=23822




http://www.energia.provincia.tn.it/peap/

http://www.energia.provincia.tn.it/peap/

https://infoenergia.provincia.tn.it/

http://www.energia.provincia.tn.it/





http://www.apiae.provincia.tn.it/ambiti_intervento_aiuti/-Aiuti_mob_el/pagina44.html




SLOVENIA

Tab. B.2 - Slovenian framework


2004 The Spatial

Development Strategy

The key framework for spatial

development of Slovenia is formed

by a two-stage polycentric urban

system, which is defined by the

Spatial Development Strategy of

Slovenia, published in the Official

Gazette of the Republic of

Slovenia, no. 76/2004.

For LPT: The document doesn’t mention

implementation of EVs into the transportation

systems but it addresses public traffic,

enhancement of public transport.

https://www.uradni-

list.si/_pdf/2004/Ur/u2004076.pdf

2004 ZVO-1 Zakon o varstvu

okolja - Environmental

Protection Act

This Act regulates the protection of

the environment against pollution

as a basic condition for sustainable

development and in this context

determines the basic principles of

environmental protection,

environmental protection

measures, environmental

monitoring and environmental

information, economic and

financial instruments of

environmental protection, public

environmental protection services

and other environmental issues.

For e-mob: Provides the basis for government

subsidies for hybrid and electric vehicles for

both private citizens and companies which

also apply for LPT and LML, because the

subsides are not only for personal vehicles but

also for delivery vehicles, and passenger

transport vehicles (buses, taxis…)

http://pisrs.si/Pis.web/pregledPredpisa?id=ZA

KO1545

2006 The Resolution on

transport policy

Resolution clearly states that the

Government is committed to

promote the use of more

sustainable vehicles and achieves a

better coordination to ensure this.

For e-mob: The implementation of electric

mobility systems within the infrastructure or

supporting electric mobility is not explicitly

stated.

https://www.gov.si/assets/ministrstva/MzI/Do

kumenti/Resolucija-o-prometni-politiki-

Republike-Slovenije.pdf

2006 ZPCP-2 Zakon o

prevozih v cestnem

prometu – Road

transport act

This Act determines the conditions

and manner of performing the

transport of passengers and goods

in domestic and international road

transport and the bodies

For LPT: Determines the rules of performing

public transport.

http://www.pisrs.si/Pis.web/pregledPredpisa?i

d=ZAKO4236

https://www.uradni-list.si/_pdf/2004/Ur/u2004076.pdf

https://www.uradni-list.si/_pdf/2004/Ur/u2004076.pdf

http://pisrs.si/Pis.web/pregledPredpisa?id=ZAKO1545

http://pisrs.si/Pis.web/pregledPredpisa?id=ZAKO1545

https://www.gov.si/assets/ministrstva/MzI/Dokumenti/Resolucija-o-prometni-politiki-Republike-Slovenije.pdf



http://www.pisrs.si/Pis.web/pregledPredpisa?id=ZAKO4236




responsible for the implementation

and supervision of the

implementation of this Act.

2010 ZPrCP Zakon o pravilih

cestnega prometa (Road

Traffic Rules Act)

This Act determines the traffic

rules of conduct in road traffic and

the powers and sanctions imposed

by the competent authorities in the

implementation of this Act.

For e-mob: The act which for now forbid self-

driving vehicles on public road and as such

slows down their implementation in SLO,

which negatively impact e-mob, LPT and

LML


d=ZAKO5793

2014 Energy Act It transposes a number of EU

directives concerning electricity

and gas markets, energy efficiency

and renewable energy sources.

For e-mob: Energy Act directly addresses

electro mobility in Article 78 and Article 382

https://www.uradni-list.si/glasilo-uradni-list-

rs/vsebina/116549

2014 Operational Plan for the

implementation of

European Cohesion

Policy 2014-2020

STRATEGY FOR THE

CONTRIBUTION OF THE

OPERATIONAL PROGRAMME

TO THE EU STRATEGY FOR

SMART, SUSTAINABLE AND

INCLUSIVE GROWTH AND TO

THE ACHIEVEMENT OF

ECONOMIC, SOCIAL AND

TERRITORIAL COHESION

DESCRIPTION OF THE

PRIORITY AXES: International

competitiveness of research,

innovation and technological

development in line with smart

specialisation for enhanced

competitiveness and greening of

the economy, Enhancing access to,

and use and quality of, information

and communication technologies,

Dynamic and competitive

entrepreneurship for green

economic growth, Sustainable

For e-mobility: Measures supporting smart

charging stations and financial incentives and

also. To achieve the objectives of RES in

transport under the Directive 2009/28 / EC

and the reduction of air pollution will be

supported also intended for the installation of

public infrastructure for alternative fuels and

smart charging stations (both public as well as

private) for the accelerated introduction of the

electrometer.

For TLP: use of modern technologies for

effective mobility management: a number of

mechanisms are available such as vehicle

monitoring in real time with displays at public

transport stops, information portals for

passengers with the possibility of use mobile

phones, etc. .;

For LML: green urban logistics: cities will

shape goods delivery policy to be determine

the conformity of vans with environmental

ones standards, delivery time windows and

promotions alternative solutions according to

the specifics of the space in city centres;



https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina/116549

https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina/116549



consumption and production of

energy and smart grids, Climate

change adaptation, Improvements

of the environment and

biodiversity status, Infrastructure

development and promotion of

sustainable mobility, Promoting

employment and supporting

transnational labour mobility,

Social inclusion and

povertyreduction, Knowledge,

skills and lifelong learning to

enhance employability, Rule of

law, enhancing institutional

capacity, efficient public

administration and capacity

building of NGOs and social

partners, Technical assistance –CF,

Technical assistance –ESF

http://e-mobilitygorenjska.si/wp-

content/uploads/2018/04/operational-

programme-english-version.pdf

2014 Operational Program of

measures to reduce

greenhouse gas

emissions by 2020

Vision, goals to reduce greenhouse

gas emissions, measures to reduce

greenhouse gas emissions,

financing, effects of op-tgp-2020,

multiplicity of the effects of the

implementation of the op-tgp-2020

measures, vision, goals and

guidelines,

Vision by 2050, goals of Slovenia,

fundamental principles for climate

change mitigation, summary of the

situation, development and

structure of GHG emissions in

Slovenia, implementation of op

tgp-1 measures, measures until

2020 green economy growth,

buildings: complete renovation of

buildings and new, energy efficient

buildings, transport: the challenges

of sustainable transport,

agriculture: emission control while

increasing self-supply with food,

e-mob: in transport, stop the rapid growth of

emissions so that they do not increase by more

than 18% by 2030 compared to 2005 (which

means a reduction of 15% by 2030 compared

to 2008) with the aim of reducing emissions

by 20% by 2050;

E-mobility, LPT, LML & logistic:

Transport is a key sector in achieving the

County's 2020 targets. Measures in this area

will be aimed at controlling greenhouse gas

emissions, so strengthening activities and

consistent implementation of measures are

key, in particular:

- promotion and competitiveness of public

passenger transport;

- promoting sustainable freight transport;

increasing the energy efficiency of road motor

vehicles, and

- promotion of non-motorized modes of

transport.

The measures adopted so far have been

upgraded with changes to the system of

http://e-mobilitygorenjska.si/wp-content/uploads/2018/04/operational-programme-english-version.pdf





other sectors, education, training,

information and awareness,

financing plan until 2020,

organization of implementation,

monitoring the implementation of

op-tgp-2020 and international

reporting

concessions, pricing policy and the system of

subsidies in public passenger transport, as well

as changes to the system of reimbursement for

transport to work and reimbursement of travel

expenses. The phasing out of fuel subsidies /

refund of excise duty will also be crucial in

connection with the implementation of new

measures: a scheme of voluntary

commitments and financial incentives to

increase energy efficiency.

https://www.gov.si/assets/ministrstva/MOP/D

okumenti/Podnebne-

spremembe/optgp2020.pdf

2014 EZ-1 Energetski zakon

– Energy Act

This Act lays down the principles

of energy policy, rules of operation

of the energy market, methods and

forms of implementation of public

utility services in the field of

energy, principles and measures to

achieve energy security, increase

energy efficiency and energy

savings and increase energy use

from renewable sources. ,

determines the conditions for the

operation of energy devices,

regulates the competencies,

organization and operation of the

Energy Agency (hereinafter: the

Agency) and the competencies of

other bodies performing tasks

under this Act.

For e-mob: rules of public charging

infrastructure


d=ZAKO6665

2015 The Transport


This Strategy promotes the use of

alternative energy sources and the

introduction of hybrid and electric

vehicles, as well as the

construction of a network of

charging stations (the related

charging infrastructure).

For e-mob: To improve the mobility and

accessibility.

https://www.gov.si/assets/ministrstva/MzI/Do

kumenti/Strategija-razvoja-prometa-v-

Republiki-Sloveniji-do-leta-2030.pdf

https://www.gov.si/assets/ministrstva/MOP/Dokumenti/Podnebne-spremembe/optgp2020.pdf





https://www.gov.si/assets/ministrstva/MzI/Dokumenti/Strategija-razvoja-prometa-v-Republiki-Sloveniji-do-leta-2030.pdf





2016 Decree on renewable

energy sources (RES) in

transport

This decree lays down the

obligation to reduce greenhouse

gas emissions in the life cycle of

fuels used for transport

For e-mob: the legislator included in the new

Energy Act also the obligation to report on the

consumption of electric energy for EVs.


rs/vsebina/2016-01-2792/uredba-o-

obnovljivih-virih-energije-v-prometu

2017 National Alternative

Fuels Strategy

The strategy proposes groups of

measures for each alternative fuel,

for which a detailed action plan for

the period 2018-2020 will be

prepared.

For e-mob: It focuses on electric vehicles and

hybrid vehicles

For LPT: It addresses PT

For LML: it addresses vehicles used in LML.

https://www.energetika-

portal.si/dokumenti/strateski-razvojni-

dokumenti/strategija-za-alternativna-goriva/

2017 ZMV-1 Zakon o

motornih vozilih (Motor

vehicles act)

This Act regulates the conditions

for placing motor vehicles and

trailers on the market, their

registration and participation in

road traffic and in performing

agricultural or forestry work, the

conditions for performing the tasks

of technical services, professional

and registration organizations,

managing vehicle databases and

supervising the implementation of

this law and access to vehicle

repair and maintenance

information.

For e-mob: defines categories of e-mobility

vehicles (light fourwheeler, moped, electric

cars…), which also apply for LPT and LML,

because it defines legality of certain vehicle

types and their mode of operation.


d=ZAKO7333

2019 Action program for

alternative fuels in

transport

Due to extremely intensive

development changes in the field

of vehicles and alternative fuel

technologies, the action program is

ready for three years and will be

supplemented every two years with

validity for the next three years.

For e-mob: It focuses on electric vehicles

For LPT: It has measures for PT

For LML: it has measures for vehicles used in

LML.


portal.si/dokumenti/strateski-razvojni-

dokumenti/strategija-za-alternativna-goriva/

https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina/2016-01-2792/uredba-o-obnovljivih-virih-energije-v-prometu



https://www.energetika-portal.si/dokumenti/strateski-razvojni-dokumenti/strategija-za-alternativna-goriva/










2019 Decree on the manner of

performing the public

utility service, public

regular passenger

transport in domestic

road transport, on the

concession of this public

service and on the

regulation of the single

ticket system

This Decree regulates the manner

of performing the public utility

service, public regular passenger

transport, the content and

obligations of this public service,

passengers' rights, financing, the

manner of granting a concession

and supervision over its

implementation.

This Decree is also a concession

act for the provision of a public

utility service, public regular

passenger transport.

This Decree also regulates the

introduction and implementation of

the single ticket system in terms of

transport services provided by

carriers in various modes of

transport on the principles of a

single and comprehensive offer.

This Decree also regulates certain

aspects of the implementation of

special regular passenger transport

in domestic road transport.

This Decree does not apply to the

transport of passengers in urban

transport, except insofar as it

regulates the relationship between

the transport of passengers in urban

transport and public regular

transport and the single ticket

system.

For LPT: Important in regard to single ticket

system and public transport services not

covered by local municipalities.


d=URED6921

2020 Integrated National

Energy and Climate

Plan

is an action strategy document

setting out objectives, policies and

measures in the five dimensions of

the Energy Union for the period up

to 2030 (with a view to 2040):

• decarbonisation (GHG and RES

emissions),

• energy efficiency,

• energy security,

For e-mob: Review of existing sustainable

transport instruments - general measures


portal.si/fileadmin/dokumenti/publikacije/nep

n/dokumenti/nepn_5.0_final_feb-2020.pdf

http://www.pisrs.si/Pis.web/pregledPredpisa?id=URED6921

http://www.pisrs.si/Pis.web/pregledPredpisa?id=URED6921

https://www.energetika-portal.si/fileadmin/dokumenti/publikacije/nepn/dokumenti/nepn_5.0_final_feb-2020.pdf





• the internal market, and

• research, innovation and

competitiveness

2020 Act on Energy

Efficiency

Non-residential buildings 1 ECS

per 10 parking spaces. Residential

buildings, new and major

renovations: more than 1 ECS per

10 parking spaces.

For e-mob: Charging points for electric

vehicles


d=ZAKO8136

2020

(proposed

law)

Act on Electric Energy

Supply

This Act lays down the rules for

the operation of the electricity

market, production, transmission,

distribution, storage and supply of

electricity, together with provisions

for the protection of final

customers, methods and forms of

public utilities in the field of

electricity transmission and

distribution and the electricity

market, principles and measures to

achieve security of electricity

supply, regulates measures to

prevent energy poverty and other

issues of electricity supply.

For e-mob: The network development plan

provides transparency on the necessary

medium- and long-term flexibility services

and includes planned investments over the

next ten years, with particular emphasis on the

main distribution infrastructure needed to

connect new generation capacity and new

customers, including charging points for

electric vehicles.

The network development plan shall also

include the use of consumption adjustments,

energy efficiency, energy storage facilities or

other resources used by the distribution

system operator as an alternative to system

expansion and an assessment of vacant

capacity to connect additional distributed

generation and energy storage based on

capacity analysis. (Article 68)

The electricity operator must make it as easy

as possible to connect publicly accessible and

private charging points for electric vehicles to

the electricity grid. In doing so, it must

cooperate in a non-discriminatory manner

with any undertaking which owns, develops,

operates or operates charging stations for

electric vehicles, including as regards

connection to the grid. (article 69)




https://www.energetika-portal.si/fileadmin/dokumenti/zakonodaja/energetika/zoee/zoee_jo_okt-2020.pdf



portal.si/fileadmin/dokumenti/zakonodaja/ener

getika/zoee/zoee_jo_okt-2020.pdf




Tab. B2.1 - Ljubljana


2008 DECREE

on autotaxi transport

This Decree determines the conditions for

the performance of autotaxi transport

activities and the manner of their

performance for the area of the City of

Ljubljana.

For LPT: Defines rules for taxi

services in Ljubljana.

https://www.uradni-list.si/glasilo-

uradni-list-

rs/vsebina?urlurid=20081324

2009 2741. Decree on the

organization and

manner of

implementation of

urban regular passenger

transport

This Decree regulates the obligatory public

utility service of the organization and

manner of performing urban regular

passenger transport (hereinafter: public

service) in the area of the City of Ljubljana

(hereinafter: the City of Ljubljana) and

stipulates: - organizational and spatial

design of the public service, - type and

scope of the public good and its spatial

distribution, - conditions for the provision

and use of the public good, - rights and

obligations of users, - sources of financing

of the public service and the manner of

their formation, - the type and scope of

facilities and devices of economic

infrastructure necessary for the

performance of the public service.


uradni-list-


2010 292. Concession deed

for granting a

concession for the

establishment and

management of a public

bicycle rental system in

the area of the City of

Ljubljana

Grants permission to outside contractor to

run BicikeLJ bike sharing scheme in

Ljubljana

For LPT: Establishes BicikeLJ bike

sharing scheme

https://www.rpls.si/Predpis.aspx?id=5

7685&obcina=LJUBLJANA

2013 007-21/2013-1

Plan of sustainable

mobility – Strategy of e-

mobility in city

All-encompassing document setting up

strategy of electrification of public in

private transport in LJ.

For e-mob: Plans for construction of

charging stations, defines benefits for

EVs (free parking, free charging…)

For LPT: Proposals for public tenders

https://www.uradni-list.si/glasilo-uradni-list-rs/vsebina?urlurid=20081324






https://www.rpls.si/Predpis.aspx?id=57685&obcina=LJUBLJANA




municipality of

LJubljana

for EV taxis


uradni-list-


2017 391. Decree on traffic

regulation in the City of

Ljubljana

Regulation of traffic in city of Ljubljana,

including parking spaces, LPT lanes,

public charging infrastructure…

For e-mob: defines rules for free

public charging of e-cars and free

parking for e-cars

For LPT: defines Park / Ride spaces,

prices of public transport, dedicated

LPT lanes,…

For LML: Defines delivery times and

delivery spaces, defines spaces and

parking prices for car sharing

https://www.rpls.si/Predpis.aspx?id=8

4974&obcina=LJUBLJANA

2020

Integral

traffic

strategy

Ljubljana

urban regions

Integral traffic strategy is a key tool of the

new approach

to the traffic planning that has taken place

so far

already established in Slovenia at the

municipal level, but not

at the regional level. An innovative

planning tool for

mobility at regional level.

The region pursues the set strategic goals

and

consequently, establishing a higher quality

of living, is

important both from the point of view of

the content it deals with,

as well as in terms of methodology design

and

process of its preparation, which will be

useful for

further similar strategies in other regions

For e-mob: Provision of EV

infrastructure, incentives for

alternative fuel vehicles

For LPT: New bus lanes, upgrades of

bus fleets (alternative fuel buses),

public e-bike sharing schemes,

For LML: incentives for alternative

fuel delivery vehicles in city centres,

establishment of consolidated delivery

centres, …

https://rralur.si/wp-

content/uploads/2020/03/CPS-

LUR_november2018_0_0-1.pdf






https://rralur.si/wp-content/uploads/2020/03/CPS-LUR_november2018_0_0-1.pdf




Tab. B2.2 - Gorenjska/Kranj


1994 Municipality Radovljica

2886. Ordinance on

public urban and

suburban transport in

the municipality of

Radovljica, page 4560

This decree introduces public

transport of passengers in urban

and suburban road transport in the

area of the municipality of

Radovljica.

For LPT: relevant



2001 City Municipality Kranj

1644. Order/Decree on

the amount of fare for

the use of public traffic

areas in the area of calm

traffic for short-term

parking, page 2911.

This order determines the amount

of the fare for the use of public

traffic areas in the area of calm

traffic in the old part of Kranj for

short-term parking (hereinafter:

fare), those liable to pay the fare

and the price of a technical device

for managing submersible pillars in

the system of physical closure.

For LML: The fare varies according to the

period of the day when the vehicle stays in the

calm traffic area, according to the time the

vehicle stays in the calm traffic area,

according to the purpose of use or activity that

requires transport in the calm traffic area and

according to exceeding the maximum mass.

The persons liable for the payment of the fare

and the payment of the technical aid for the

management of the submersible pillars are the

holders of permits for driving, stopping and

parking in the area of calm traffic in the old

part of Kranj (hereinafter: permit holders).



2008 Municipality Cerklje na

Gorenjskem

Decree on the regulation

and safety of road

traffic in the

municipality of Cerklje

na Gorenjskem

Among other regulations, the

Decree refers to the regulation of

LML in the municipality.

This Decree regulates in the area of

the Municipality of Cerklje na

Gorenjskem (hereinafter: the

municipality): I. General

provisions II. Traffic areas and

traffic regulation on traffic areas

III. Prohibitions, obligations or

restrictions on traffic IV. Stopping

and parking V. Special services in

public transport areas VI. Removal

of vehicles VII. Participation of

For LML: Article 6 (exceptions in the area of

traffic areas with limited access) (1)

Notwithstanding the prohibitions and

restrictions referred to in Article 5 of this

Decree, traffic with vehicles in the area of

traffic areas with limited access is permitted

for: a) ... and vehicles driven by drivers

referred to in the first paragraph of Article 53

of the ZVCP b) access during delivery time -

for the time required for transport and

unloading of the vehicle, where traffic signals

allow it. The vehicle must be taken away

immediately after unloading; c) vehicles with

a permit to enter the area; d) for the cases

specified in Article 7 of this Decree; e) for







animals in transport VIII. Road and

environmental protection IX.

Protection of road users X. Other

safety measures XI. Liability of the

owner XII. Supervision XIII.

Provisions on fines XIV.

Transitional and final provisions

postal vehicles for the delivery of parcels and

postal items.

2009 Municipality Jesenice

4543. Ordinance on the

regulation of road

traffic in the

Municipality of

Jesenice, page 14014.

This decree regulates in the area of

the Municipality of Jesenice: I.

General provisions II. Restrictions

and prohibitions on the use of

public transport areas III.

Arrangement of stationary traffic

IV. Presence of animals in traffic

V. Special services on traffic areas

VI. Removal of improperly parked,

damaged and abandoned vehicles

and caravans VII. Chaining of

incorrectly parked vehicles VIII.

Parking of bicycles, motorcycles

and motorcycles IX. Installation

and maintenance of pedestrian

guardrails in dangerous places X.

Supervision over the

implementation of the decree XI.

Penal provisions XII. Transitional

and final provisions.

For LML: As a rule, public transport areas

may only be used for traffic. For the purposes

of delivery of goods to natural and legal

persons, functional areas adjacent to buildings

and designated areas outside public transport

areas are used for this purpose. Exceptions to

the provision from the previous paragraph of

this Article are allowed only in cases when

care is not possible in any other way than from

the public transport area. The delivery and

removal of goods on public transport areas

must not impede the normal flow of traffic

and must be carried out without delay and

quickly. After the completion of the arrival or

removal of the goods, the client must clean the

used traffic area.



2011 Municipality Bled

4288. Ordinance on

Road Transport, page

13309

This Decree determines the

conditions and manner of

performing the transport of

passengers (hereinafter: passenger)

in road traffic in the Municipality

of Bled (hereinafter: the

Municipality) and the bodies

responsible for the implementation

and supervision of the

implementation of this Decree. (2)

The provisions of this Decree shall

not apply to: - the carriage of

persons for their own use in

vehicles with a maximum of eight

For LPT: (1) The right to perform the activity

of road passenger transport in domestic road

transport shall be acquired with a license. (2)

The license shall be obtained for the

performance of the following services in

domestic road transport: - passenger transport,

- taxi transport. (3) The right to perform

special forms of transport in a municipality

shall be acquired under the conditions referred

to in this Decree.

For LML: The license shall be obtained for

the performance of the following services in

domestic road transport: - goods transport





seats in addition to the driver's

seat; - transport for personal use.

(3) The terms used in this Decree

have the same meaning as the

terms in the Road Transport Act

(hereinafter: ZPrCP) and the Road

Traffic Rules Act (hereinafter:

ZPCP).



2012 Municipality Bled

2077. Ordinance

amending the

Ordinance on road

transport, page 5174.

This ordinance regulates the

organization and manner of

performing the economic public

service of regular transport in

urban transport – specifically the

changes of the original document.

For LPT: The document regulates the public

road transport.


1832. Decree on the

organization and

manner of performing

the economic public

service of regular

transport in urban

transport, page 5407.

(1) The Decree regulates the

organization and manner of

performing the economic public


urban transport in the Municipality

of Kranj (hereinafter: the economic

public service). The decree is at the

same time a concession act for the

implementation of the public


urban transport.

For LPT: among other the points state h.

"Urban regular transport" means public

passenger transport organized by a city

municipality as a public service within its

territory; i. "Line" means a specific route and

direction of travel from the initial to the final

bus stop or bus stop on which passengers are

transported in regular road traffic according to

a timetable and price, which are determined

and published in advance; ... (4) Vehicles used

by the concessionaire for the operation of

urban regular transport, including technical

reserve vehicles, must meet at least the

equipment and environmental emissions

requirements set by the applicable legislation

and defined by the grantor in the tender

documentation within the concessionaire

selection procedure.



2014 Municipality Naklo

2355. Ordinance on the

regulation and rules of

road traffic in the

Municipality of Naklo,

This Decree regulates in the area of

the Municipality of Naklo: I.

General provisions II. Prohibitions,

obligations or traffic restrictions

III. Stopping and parking IV. Bus

For LPT: Regulation of bus stops

For LML: only for parking limitations

indirectly









page 6098. stations and stops V. Special

services on public transport

surfaces VI. Removal and storage

of vehicles VII. Protection of road

users VIII. Liability of the vehicle

owner IX. Supervision X.

Provisions on fines XI.

Transitional and final provisions.


2015 Development Strategy

of the Municipality

Jezersko for 2015-2020+

The purpose of the strategy is to

define and harmonize the long-

term development goals and

priority directions of action in the

field of economic, social and

environmental development of the

community. The document also

defines concrete measurable

objectives and key implementation

steps in terms of priority projects

and programs.

For e-mob: 4.2 Transport and sustainable

mobility: gradual introduction of electric

vehicles in the municipal vehicle fleet.

For LPT: not in this document, however the

municipality wishes to buy an electric mini

bus for public use.

http://e-mobilitygorenjska.si/obcinski-

dokumenti/

2016 Sustainable


of the Municipality of

Preddvor with an

emphasis on tourism

2016-2026

The purpose of the strategy is to

agree with the residents, main

stakeholders and municipal bodies

on the direction of further

development, key goals and

strategic projects of Preddvor

municipality until 2026. The

strategy communicates

development ambitions to citizens,

companies and investors.

The document consists of: a short

presentation of the municipality

with key achievements according

to the first development program,

definition of development

challenges with SWOT analysis,

visions and thematic areas,

strategic goals, indicators and

measures and projects to address

the identified challenges. A more

detailed analysis of the situation

with statistical indicators and a

For e-mob: The Municipality of Preddvor is

planning indicative projects and activities,

among which they address the following

activities for electric mobility: purchase of

electric vehicles for the needs of primary

schools, field workers of the municipality and

associations (possibility of sharing for

transport of children and the elderly);

arranging electric charging stations with

parking lots in the center of Preddvor and at

the pump; accelerated use of existing electric

bicycles (TIC) among citizens.

For LPT: not in this document. In general

they are for the implementation of e-buses,

however they lack funding.


dokumenti/


http://e-mobilitygorenjska.si/obcinski-dokumenti/


about:blank

about:blank



more detailed concept of tourism

development with a marketing plan

can be found in the appendix

strategy.


3832. Ordinance/Decree

amending the

Ordinance on the

organization and

manner of performing

the public utility service

of regular transport in

urban transport, page

13136.

This document is an amendment of

the original Decree. The

amendment regards the public

transport on call where there is no

other public transport available or

it’s scarce.

For e-mob: yes

For LPT: Among other content one can find:

“In Article 16 of the Decree, the following is

added as a new, fifth paragraph: "(5)

Transport on call shall be performed by a

concessionaire with electric vehicles, of which

at least one vehicle must be a closed version

with 5 + 1 seats, registered and enable the

transport of a wheelchair up to 65 cm wide."




1154. Decree on the

rules of road traffic in

the Municipality of

Kranj, page 3309.

This Decree, in order to ensure safe

and uninterrupted traffic in the area

of the Municipality of Kranj

(hereinafter: IOC), determines:

Traffic regulation, and - conditions

and methods of removal and

storage of incorrectly parked and

abandoned vehicles.

For LML: 3. delivery time the time provided

for the delivery and supply of vehicles within

the pedestrian zone; 4. delivery point is a part

of a public area intended for parking a vehicle

that performs delivery or performs a service

activity; 5. delivery permit is a proof proving

the right to use the delivery point, granted by

the decision referred to in point 15 of this

Article; 6. transport permit is a proof proving

the right to transport a pedestrian area, granted

by the decision referred to in point 15 of this

Article; 7. a permit for daily access or a single

entry into a pedestrian zone is proof of

payment of the daily delivery fee or a single

entry into the pedestrian zone. The license

must be located in the vehicle on the inside of

the windscreen in such a way that it is clearly

visible and fully legible from the outside of

the vehicle through the windscreen; 8.

electronic payment is the payment of a

parking fee or fee under this Decree by SMS,

Moneta and similar wireless payments









2017 Municipality Jesenice

1480. Decision

amending the Decision

on the amount of the

subsidy in public urban

transport in the

Municipality of

Jesenice, page 4063.

The document regulates a change

of the subsidy in the urban public

transport according to the original

document Pursuant to the third

paragraph of Article 11 of the

Decree on the concession for the

performance of public urban

transport and school transport

activities in the area of the

Municipality of Jesenice (Official

Gazette of the Republic of

Slovenia, num. 37/96, 16/97 and

57/13)

For LPT: The document shows that in regard

to urban public transport the choice of the

concessioner of the urban public road

transport falls under the power of the

municipality, which includes transport of

children to school and back.



2017 SUMP Bled The role of an integrated transport

strategy. Advantages of integrated

transport planning. Key strategic

challenges. Key strategic

opportunities. Vision of the

mobility integrated planning in the

municipality Bled. 5 pillars of

successful future. First pillar:

ensuring integrated transport

planning and user awareness. 2nd

pillar: establishing walking as an

important way of overcoming

distances. 3rd pillar: creating

conditions for exploiting the

potential of cycling. 4th pillar:

development of more attractive

LPT. 5th pillar: changing the habits

of motorized traffic users.

For e-mob: The Municipality of Bled, in

cooperation with tourism providers, will

encourage the use of environmentally friendly

vehicles, with the establishment of an

appropriate charging infrastructure playing a

key role. It will expand the network of electric

charging stations and thus facilitate the use of

e-vehicles to increase their share of traffic.

For LPT: In addition to the above, the

municipality will encourage the purchase of

electric public transport vehicles.


dokumenti/

2017 SUMP of the City

Municipality Kranj

The purpose of the Integrated

Transport Strategy is to contribute

to the development of urban

mobility and help establish a

sustainable transport system,

through which the Municipality

strives to:

-improve the attractiveness and

quality of living space in urban

areas,

For e-mob: The operational objective is to

promote the use of ecological vehicles. The

target value is the modernization of the

vehicle fleet of the municipal administration

and other legal entities owned by the

municipality (remark: 150 vehicles) and the

construction of infrastructure for the use of

ecological vehicles such as e-vehicles and an

increase in the number of e-charging stations.







-ensure access to jobs and services

for all,

-improve connectivity hinterland

areas with the city,

-improving the utilization of

transport infrastructure,

-reducing the cost of mobility,

-sustainable tourism development,

-reducing greenhouse gas

emissions and energy

consumption,

-increasing transport safety, -

developing local and regional

economy and attracting

investment.

For LPT: Not stated in the document,

however the municipality is in the 1/3 of the

project introducing four 12m long e-buses to

the city public transport, 4 fast ECSs for

charging busses, 15 additional small ECS for

vehicles in the first step.


dokumenti/

2017 SUMP Municipality

Radovljica

Integrated traffic planning is a new

way of planning. It combines a

sustainable, comprehensive and

collaborative approach and

includes a clear vision and

measurable goals. In addition, it

provides an overview of transport

costs and benefits, taking into

account wider societal costs and

benefits, and uses methods that

have been tested in many countries

and cities.

For e-mob and LPT: Measures in the field of

e-mobility will include spatial planning based

on integrated environmental, spatial and

economic analyses, and the installation or

upgrading of infrastructure for the

introduction of mobility on alternative fuels,

promoting the introduction or introduction of

public transport on alternative fuels,

multimodal connectivity, new ways of

mobility, smart mobility management

solutions on alternative fuels.


dokumenti/








Šenčur

The integrated transport strategy of

the Municipality of Šenčur has

been prepared in accordance with

the guidelines “Sustainable

mobility for a successful future,

Guidelines for the preparation of

the Integrated transport strategy”

issued by the Ministry of

Infrastructure.

For e-mob: Additional installation of fast

charging stations in all public parking lots is

planned. Households in residential houses

have great potential for charging electric cars.

The vehicle fleet of public institutions and

economic entities will be replaced by electric

vehicles. The purchase of electric vehicles for

citizens will be co-financed.

For LPT: not in the document. Municipality

supports the idea.


dokumenti/


Škofja Loka

Sustainable and integrated mobile

arch planning the process of

preparing an integrated transport

strategy strategic transport

challenges in the municipality

strategic transport opportunities in

the municipality traffic vision of

the municipality 5 pillars of the

successful future of the

municipality pillar a: establishing

integrated traffic planning pillar b:

establishing walking as an

important form of mobility pillar c:

exploiting the potential of cycling

pillar d: developing efficient and

attractive public transport pillar e:

motor traffic optimization

For e-mob: The municipality plans to: 1.

Establish a network of charging stations for

electric vehicles ... support for greater use of

more environmentally friendly vehicles is

important ... For this purpose, a charging

station for electric vehicles will be established.

The expansion of the network of electric

chargers and ... will be carried out with

commercial providers. 2. Replacement of

company vehicles with vehicles on more

environmentally friendly sources: gradually

the rolling stock of the municipal

administration will be replaced with vehicles

on more environmentally friendly sources. 3.

Establishment of an information system

(especially parking spaces): a comprehensive

information system will enable users to view

traffic information, locations, prices and the

availability of parking lots and charging

stations on alternative sources in one place. 4.

Encourage the use of alternative propulsion

vehicles through a parking policy that will

enable more affordable and accessible parking

of alternative propulsion vehicles, thus

promoting the replacement of fossil fuel

vehicles and the rental and sharing of

alternative propulsion vehicles. 5.

Establishment of transport with a small





electric vehicle (up to a few people) in the city

center.


dokumenti/

2018 Energy Concept

Municipality Cerklje na

Gorenjskem

“The energy concept

comprehensively assesses the

possibilities and proposes solutions

in the field of energy supply of the

municipality. In doing so, it takes

into account the long-term

development of the municipality in

various areas and the existing

energy capacities.”

For e-mob: A general measure in the field of

e-mobility is to support free parking spaces for

electric vehicles.

For LPT: A general measure to encourage the

proliferation of alternative fuel vehicles, the

introduction of new technologies through the

introduction of alternative fuel buses, is

supported.


dokumenti/

2019 e-MOTICON Regional

action plan

Regional Action Plan addresses

upgrading interoperable network of

charging stations for charging

electric vehicles and its operation,

interoperability, partially also

payment solutions and state of play

on the existing policies on the

transnational level of Alpine space,

national level of Slovenia and

regional level of Gorenjska

statistical region.

For e-mob: It incorporates actions of 8

municipalities on facilitating infrastructure

and measures for BEV mobility.

http://e-mobilitygorenjska.si/wp-

content/uploads/2020/03/LASTe-

MOTICON_RAP_-18_7_2019ENG.pdf

2019 SUMP Bohinj The role of an integrated transport

strategy. Advantages of integrated

transport planning. Key strategic

challenges. Key strategic

opportunities. Vision of the

mobility integrated planning in the

municipality Bohinj. 5 pillars of

successful future. First pillar:

ensuring integrated transport

planning and user awareness. 2nd

pillar: establishing walking as an

important way of overcoming

For e-mob: Supporting greater use of

environmentally friendly vehicles is

particularly important in terms of reducing

greenhouse gas emissions, improving air

quality and reducing dependence on fossil

fuels. The Municipality of Bohinj will

gradually expand the network of electric

charging stations, thus facilitating the use of

electric vehicles and thus contributing to the

increase of their share.





http://e-mobilitygorenjska.si/wp-content/uploads/2020/03/LASTe-MOTICON_RAP_-18_7_2019ENG.pdf





distances. 3rd pillar: creating

conditions for exploiting the

potential of cycling. 4th pillar:

development of more attractive

LPT. 5th pillar: changing the habits

of motorized traffic users.


dokumenti/


Gorje

About SUMP. Preparation of

SUMP. Strategic challenges and

strategic opportunities. Vision and

strategic goals. Strategic pillars.

First pillar: integrated transport

planning. 2nd pillar: walking. 3rd

strategic pillar: cycling. 4 strategic

pillars: LPT. 5th strategic pillar:

motor transport. Action plan.

For e-mob: Installation of e-charging stations

in larger public car parks in the municipality

(e.g. at school, cemetery, Vintgar, etc.).

Examination of the possibility of replacing

vehicles of public institutions with fossil fuels

for vehicles with alternative fuel sources for

public and private use (public-private

partnership, integration with other measures,

cooperation with neighboring municipalities)

For LPT: Considering the establishment of a

public-private partnership for the

implementation of environmentally friendly

public transport by exploring the possibilities

of cooperation with neighboring

municipalities and the integration of various

forms of mobility


dokumenti/

about:blank

about:blank





2021 Regional Development

Plan of Gorenjska for

2021-2027

It is a regional document, very

much like an action plan

incorporating projects, activities to

be implemented in the defined

period on different area of

development, including

implementation of sustainable

mobility and mobility on

alternative fuels in the statistical

region. Within this 2 objectives PT

and logistic as an areas of

interventions are mentioned. The

document is validated by the

Ministries and 18 municipalities of

Gorenjska region. The document is

prepared on the basis of national

guidelines and municipal inputs for

development objectives and

concrete projects.

The document is in the preparation.

It should be finalised by the end of

January 2021.

For e-mob: cooperation with Pas and other

key actors, support with project coordination,

communication between local and national

level, planning, getting funds – managing

financial instruments in cooperation with

national level, getting funds, good practices,

knowledge from activities in EU projects.

For LPT: cooperation with PAs, support with

project coordination, communication between

local and national level, planning, getting

funds – managing financial instruments in

cooperation with national level, getting funds

for activities from EU projects. Establishing

the regional monitoring system for PT, lines,

demand, usability, convenience ...

For LML: cooperation with Pas, support with

project coordination, communication between

local and national level, planning, getting

funds, getting funds for activities from EU

projects, supporting municipalities in the

transition.

For e-mob:

For LPT:

For LML:

Insert link:


FRANCE

Tab. B.3 - French framework


2015 LAW n° 2015-992 of

2015 August 17th on

energy transition

Define new objectives on energy

Promote renewable energies,

circular economy, low-carbon

mobility

Reduce energy consumptions and

waste

For e-mob:

● 7 million charging points have to be

deployed by 2030

● subsides for the purchase of electric

vehicles

For LPT:

● 50% of the new busses in the public fleets

have to be with low emissions in 2020 and

100% in 2025

For LML:

● Definition of Areas with Restricted

Circulation

link: (link)

2017 DECREE 2007-23 of

2017 January 23rd on

low emissions busses

and coaches

Define the criteria regarding low

emission for busses and coaches, in

application of the 2015 law on

energy transition

For LPT:

● Several criteria are given according to the

types of vehicles and the place and time

where and when they can circulate. For

instance in a city exceeding 250 000

inhabitants, within a perimeter that has to

be defined by local authorities, low

emission busses are only : electric,

hydrogen, natural gas using a certain

amount of biogas and hybrid-ZEV

vehicles

link: (link)

2018 Decree of 2018 August

3rd on depots for bus

charging

Describe the rules that have to be

respected by the depots which

welcome more than 10 electric

busses

For LML:

● Many rules have to be respected when

there are more than 10 busses

charging in a depot with a load

exceeding 600 kVA : distance between

charging points and building walls or

ceilings, necessity to have a monitoring

station, fire security equipments, etc.

https://www.legifrance.gouv.fr/jorf/id/JORFTEXT000031044385

https://www.legifrance.gouv.fr/jorf/id/JORFTEXT000033857515/



link: (link)

2019 LAW n° 2019-1428 of

2019 December 24th on

mobility orientations

Invest more on daily transports

Facilitate new mobility solutions

accessible to everybody

Develop low emission transports

For e-mob:

● aim at having only low emission vehicles

in 2050 (for land transport)

● develop 5 times more charging points by

2022, facilitate charging points in many

places

● subsides for clean vehicles

For LPT:

● Legal framework for autonomous

vehicles

For LML:

● New mobility plans, integrating logistic

needs

● Develop low emission zones in city centres

Link: (link)

https://www.legifrance.gouv.fr/jorf/id/JORFTEXT000037311523/

https://www.legifrance.gouv.fr/dossierlegislatif/JORFDOLE000037646678/


Tab. B.3.1 - Bourgogne-Franche-Comté


2020 SRADDET 16/11/2020

Schéma Régional

d'Aménagement, de

Développement Durable

et d'Egalite des

Territoires

Overall strategy of the Region

Axe 1 / Orientation 3 / Objectif 10

Reduce the environmental impact

of mobility

For e-mob: Car-sharing

For LPT: eradicate ICE vehicles in LPT by

2040

https://abcdelib.de.bourgognefranchecomte

.fr/SRADDET-adoption/


Tab. B.3.2 - Grand Est


2017 Schéma régional de

développement

économique

d'innovation et

d'internationalisation

(SRDEII) sur le

développement des

mobilités et véhicules du

futur

Prepare future intermodality and

foster innovative clean mobility

For e-mob: foster innovation

https://www.grandest.fr/wp-

content/uploads/2016/09/srdeii-livret-2-

plan-actions-et-logiq-interv-financ.pdf

2019 SRADDET 22/11/2019

Schéma Régional

d'Aménagement, de

Développement Durable

et d'Egalite des

Territoires

Overall strategy of the Region

Accompanying measure n°27.1:

Encourage alternative usage of

parking lots

Accompanying measure n°27.2:

Plan deployment of E-CS

For e-mob: plan E-CS deployment

https://www.grandest.fr/grandestterritoires

/


Tab. B.3.3 - Auvergne-Rhone-Alpes


2020 SRADDET Regional scheme which defines the

objectives in terms of

infrastructures, housing, space

planning, transport, air pollution,

GEG emissions, waste

management, rural areas

accessibility, etc.

For e-mob: promote low emission transports,

among which e-mobility and develop charging

stations (objective 1.4 and 1.6)

For LPT: the regional scheme aims at

improving public transport and making easier

connexions between transport lines and space

planning (housing, commercial areas, etc.).

The development of car sharing is also

mentioned. (objective 1.3)

For LML: keep logistic buildings in strategic

places, in close relation with transport flows.

Develop sites dedicated to urban logistics

(objective 1.3)

https://fr.calameo.com/read/00011978182e4

013b27e1


GERMANY

Tab. B.4 - German framework


2000 Renewable Energy

Sources Act (EEG)

The law is intended to promote the further

development of technologies for electricity

generation from renewable energies and to

achieve cost reductions. The share of renewable

energies in the electricity supply is to be

increased. Electricity for electric vehicles should

come from renewable sources in order to achieve

the greatest environmental benefit.

For e-mob

https://www.gesetze-im-

internet.de/eeg_2014/

2001 German Civil Code/

Tenancy Law

§ 535 Content and

main obligations of

the lease

The provisions in §§ 535 et seq. BGB contain the

civil law rules for tenancy agreements. According

to these, tenants may only make structural

changes to the rented property with the owner's

consent. This also includes the installation of

charging infrastructure.

For e-mob: setting up a charging

infrastructure


internet.de/bgb/__535.html

2004 Passenger Car

Energy Consumption

Labelling Ordinance

(Pkw-EnVKV)

The Passenger Car Energy Consumption

Labelling Ordinance uses the passenger car label

to provide information on the CO2 efficiency of

vehicles. Electric vehicles score well on the CO2

efficiency scale and the information about this is

intended to promote the sale of electric vehicles.

For e-mob; LPL; LML


internet.de/pkw-

envkv/BJNR103700004.html

2006 Low Voltage

Connection

Ordinance (NAV)

The ordinance regulates the general conditions

under which grid operators must connect end

consumers to their low-voltage grid. Accordingly,

charging facilities for electric vehicles must be

notified to the grid operator before they are

put into operation.

For e-mob


internet.de/nav/



2006 Vehicle Registration

Ordinance (FZV)

This ordinance contains the legal requirements for

the registration of vehicles for participation in

road traffic. Via the reference to European type

approval law, this ordinance links to numerous

specifications concerning the technical approval

of electric vehicles for road traffic. In addition,

the ordinance contains the provision on the

marking of electric vehicles.

For e-mob; LPT; LML


internet.de/fzv_2011/

2006 Battery law

Directive 2006/66/EC

The Battery Act implements the requirements of

the European Battery Directive with the aim of

ensuring environmentally friendly disposal of

spent batteries. The Battery Act also contains

requirements for traction batteries for electric

vehicles.

For e-mob: all kind of vehicles


internet.de/battg/

2012 Road Traffic

Licensing

Regulations

(STVZO)

The STVZO contains the relevant technical

specifications for the individual approval of

vehicles by the local licensing authority, in

particular construction and operating regulations.

The STVZO also contains the obligation for a

regular technical inspection of motor vehicles

(main inspection, HU).

For e-mob; LPT; LML


internet.de/stvzo_2012/BJNR0679

10012.html

2013 Federal Immission

Control Act

(BlmSCHG)

The purpose of the Act is to protect humans,

animals and plants, the soil, water, the

atmosphere and cultural and other material assets

from harmful effects on the environment. This

also includes emissions from traffic. The law

contains the obligation to reduce traffic emissions

when limit values are exceeded within a

municipality by means of clean air plans. One

measure is the use of electric mobility.

All fields


internet.de/bimschg/



2015 Electric Mobility Act

(EmoG)

The law regulates the preferential participation of

electric vehicles in road traffic in order to

promote their use to reduce the climate and

environmentally harmful effects of motorised

private transport. The law also contains a

definition of the beneficiary vehicles.

For e-mob


internet.de/emog/

2016 Charging Column

Ordinance (LSV)

The Ordinance on Charging Columns regulates

binding requirements for the construction and

operation of publicly accessible charging

infrastructure. It implements the provisions of

the European Directive 2014/94/EU.

For e-mob


internet.de/lsv/BJNR045700016.ht

ml

2016 Metering Point

Operation Act

(MsbG)

The Act regulates in particular the installation and

operation of intelligent metering systems ("smart

meters") and the energy-related communication of

metered values. The Act also contains sector-

specific data protection law for the energy

industry, including electromobility.


internet.de/messbg/

2017 Car sharing law

(CsgG)

The Carsharing Act regulates the preferential

use of shared vehicles with the aim of promoting

the use of such vehicles to reduce the climate and

environmentally harmful effects of private

motorised transport. it also contains provisions on

car sharing with electric vehicles.

For e-mob; LPT


internet.de/csgg/BJNR223000017.

html


Tab. B4.1 – Federal State level


Depends

on the

federal

state

Garage Ordinance On the basis of the Land building regulations, all

Länder have issued garage ordinances. these

regulate the construction and operation of garages

and parking spaces. Often, the ordinances already

contain regulations on electromobility, in

particular on the electrification of parking spaces

and the mandatory installation of charging

infrastructure.

For e-mob

https://www.gesetze-

bayern.de/Content/Document/Bay

GaV?AspxAutoDetectCookieSupp

ort=1

Depends

on the

federal

state

Higher Education

and Vocational

School Regulations

The higher education and vocational school

regulations of the Länder regulate the individual

study contents for the Länder-owned higher

education and vocational schools. In the

meantime, many federal states have created a

corresponding educational offer for the

qualification of specialists for electromobility.

For e-mob


bayern.de/%28X%281%29S%28p

p3sz2keolodmtrmhvhguqca%29%

29/Content/Document/BayBSO/tru

e

Depends

on the

federal

state

Climate protection

legislation

Some federal states have enacted federal

climate protection laws to set their own climate

protection targets for their state. These laws

also contain requirements for the promotion of

electromobility in order to achieve the climate

protection targets in the transport sector.

For e-mob; LPT; LML

https://www.stmuv.bayern.de/them

en/klimaschutz/klimaschutzpolitik/

index.htm

Depends

on the

federal

state

State building

regulations

The building regulations of the Länder contain

regulatory provisions on the construction and use

of buildings. A charging infrastructure is also a

building, but its construction is usually not

subject to approval. The provisions of the

building regulations must nevertheless be

complied with.

For e-mob


bayern.de/%28X%281%29S%28l2

fmlvjyild1ougdy54vdwnd%29%29

/Content/Document/BayBO



Depends

on the

federal

state

Land development

plans

The state development plans or state development

programmes of the federal states contain

specifications for spatial planning at the

federal state level. In some cases, the state

development plans also contain specifications for

the promotion of electromobility and the

infrastructure for this.

For e-mob:

https://www.landesentwicklung-

bayern.de/

Depends

on the

federal

state

Mobility laws On 28 June 2018, the first mobility law to be

passed was the Berlin Mobility Act, which

contains measures for environmentally, socially

and climate-friendly mobility. It contains

requirements for the electrification of public

transport and can be the basis for the further

promotion of electromobility.

For e-mob; LPT; LML

https://www.bmas.de/DE/Service/

Gesetze-und-

Gesetzesvorhaben/gesetze-und-

gesetzesvorhaben.html

Depends

on the

federal

state

Road laws The road and street laws of the Länder contain the

public property law for land dedicated to public

traffic. The operation of charging infrastructure in

public road space constitutes special use of these

areas and requires the granting of a special use

permit

For e-mob:


bayern.de/%28X%281%29S%281l

ncecuzgjwtpevisvqf3zrj%29%29/C

ontent/Document/BayStrWG/true


Tab. B4.2 – Municipal level


depending

on the

respective

municipalit

y

Development plans

& urban

development

contracts

Within the framework of development plans

(generally binding statutes) and urban

development contracts (individual contractual

agreements), the municipality concretises its

urban development and urban development

order. In these, a wide variety of stipulations are

made on the type and extent of building use of

specific areas, which can also include

specifications on electromobility, in particular the

installation of charging infrastructure.

For e-mob

https://www.muenchen.de/rathaus/

Stadtverwaltung/Referat-fuer-

StadLPTanung-und-

Bauordnung/Stadt-und-

Bebauungsplanung.html

depending

on the

respective

municipalit

y

Green City

Masterplan

For municipalities with high nitrogen dioxide

pollution, it was decided in the "National Forum

Diesel" that they would receive federal support in

designing sustainable and emission-free

mobility. To this end, master plans for air

pollution control are to be developed, which are

to be promoted within the framework of the

immediate programme "Clean Air 2017 to 2020"

and are to contain focal points of measures for the

electrification of transport.

For e-mob; LPT; LML

https://www.bmvi.de/DE/Themen/

Mobilitaet/Sofortprogramm-

Saubere-Luft/Masterplaene-Green-

City/masterplaene.html

depending

on the

respective

municipalit

y

Clean Air Plan On the basis of §47 of the Federal Immission

Control Act (BlmSchG), in implementation of

European directives, concrete measures for

improving air quality in a municipality are

proposed in a clean air plan. These measures also

include restrictions on rail and road traffic, such

as diesel vehicles, as well as specifications for the

promotion of emission-free vehicles, especially

electric vehicles.

For e-mob; LPT; LML



Gesundheit-und-

Umwelt/Luft_und_Strahlung/Luftr

einhalteplan.html



depending

on the

respective

municipalit

y

Local transport plan On the basis of the public transport laws of the

states, the municipalities or municipal planning

associations issue local transport plans for the

organisation of local public transport in the

respective region. These plans also contain

projects and measures for the electrification of

public transport.

For e-mob; LPT



StadLPTanung-und-

Bauordnung/Verkehrsplanung/Oeff

entlicher-

Personennahverkehr/Nahverkehrsp

lan.html

depending

on the

respective

municipalit

y

Parking space

regulations

With parking space statutes according to the

respective state building regulations, the

municipalities have the possibility to provide

binding specifications for the production of

"electrified parking spaces", for example.

For e-mob



StadLPTanung-und-

Bauordnung/Lokalbaukommission/

Kundeninfo/Satzungen/stellplatz.ht

ml

depending

on the

respective

municipalit

y

Special usage

statutes

In the context of special usage statutes,

municipalities have the opportunity to control and

standardize the approval of special uses under

road law in their municipal area. The operation of

charging infrastructure in public streets is a

special use that requires approval.

For e-mob


Stadtverwaltung/Kreisverwaltungsr

eferat/Gewerbeangelegenheiten-

und-

Gaststaetten/Bezirksinspektionen/S

ondernutzung.html

depending

on the

respective

municipalit

y

Traffic development

plan

The traffic development plan provides a model

for the development in the area of traffic in the

traffic planning of cities over a planning period

of 10-20 years. In terms of content, the traffic

development plan lays down goals and strategies

for the development and expansion of the traffic

For e-mob; LPT; LML



StadLPTanung-und-

Bauordnung/Verkehrsplanung/Ver



infrastructure and to this extent also includes

specifications for electromobility.

kehrsentwicklungplan-VEP-

2006.html

AUSTRIA

Tab. B.5 - Austrian framework


2008 BMF-010220/0304-

IV/9/2008

Standard consumption tax – tax

exemption

For e-mob: Tax exemption for passenger cars

and other motor vehicles primarily designed

for passenger transport, including station

wagons

2014 BGBl. I Nr. 72/2014 Federal Energy Efficiency Law For e-mob; LPT; LML: promote the

transition to a more energy-efficient economy,

accelerate technological innovations and

improve the competitiveness of Austrian

industry by reducing energy consumption,

https://www.ris.bka.gv.at/GeltendeFassung.wx

e?Abfrage=Bundesnormen&Gesetzesnummer

=20008914

2016 LStR 2002 -

Wartungserlass 2016 –

Rz 175

No benefit in kind for private

vehicles

For e-mob: Employees make company

vehicles available to their employees. In the

case of an electric vehicle, there is no benefit

in kind.

https://findok.bmf.gv.at/findok?execution=e2s

1&segmentId=2e3e01fd-3a1f-4ce4-8963-

6b4ce5c431e3

2018 BGBL.I Nr. 38/2018

§4 58/02 Energy law

Technical specification for public

charging points

For e-mob; LPT; LML: Uniform technical

specification for publicly accessible charging

points (minimum standard) for private and

company cars

https://www.ris.bka.gv.at/eli/bgbl/I/2014/72

https://www.ris.bka.gv.at/GeltendeFassung.wxe?Abfrage=Bundesnormen&Gesetzesnummer=20008914



https://findok.bmf.gv.at/findok?execution=e2s1&segmentId=2e3e01fd-3a1f-4ce4-8963-6b4ce5c431e3





https://www.ris.bka.gv.at/Dokumente/Bundes

normen/NOR40204860/NOR40204860.pdf

2019 Federal Directive

28.11.2019, BMF-

010219/0270-IV/4/2019

No input tax For e-mob: Input tax deduction for cars,

station wagons or motorcycles with a CO2

emission value of 0 grams per kilometre

https://findok.bmf.gv.at/findok?execution=e1s

11

2020 BGBL.I Nr. 56/2020

§ 2 31/05 KIG 2020

Municipial Investment Law 2020;

special purpose fund due to

COVID-19;

LPT: Investments on fleet cars and public

busses for cities and communes

https://www.ris.bka.gv.at/Dokumente/Bundes

normen/NOR40224307/NOR40224307.pdf

https://www.ris.bka.gv.at/Dokumente/Bundesnormen/NOR40204860/NOR40204860.pdf


https://findok.bmf.gv.at/findok?execution=e1s11

https://findok.bmf.gv.at/findok?execution=e1s11




Tab. B.5.1 - Kärnten (Klagenfurt)


2008 Mag. Zl.RA-34/270/08 -

regulation

Short-term parking zone

For e-mob: free parking for e-vehicles in the

short-term parking zone

https://www.ktn.gv.at/gemeinde/docs/Veror_2

0101__Parkgeb%C3%BChrenverordnung%20

%202012.pdf

2014 Carinthian building

regulations

§18 Abs. 5

Increase E-CS in residential

buildings

For e-mob: 10% of the parking spaces in

residential buildings must be built to create

230V / 400V power connections for e-

charging stations.

SV - Stellplatzrichtlinien - 170405.pdf

(klagenfurt.at)

https://www.ktn.gv.at/gemeinde/docs/Veror_20101__Parkgeb%C3%BChrenverordnung%20%202012.pdf



https://www.klagenfurt.at/_Resources/Persistent/aef5b1e68781a2417239f318f47c3b255b86ad1e/SV%20-%20Stellplatzrichtlinien%20-%20170405.pdf

https://www.klagenfurt.at/_Resources/Persistent/aef5b1e68781a2417239f318f47c3b255b86ad1e/SV%20-%20Stellplatzrichtlinien%20-%20170405.pdf


ANNEX 2 – NATIONAL ACTORS-ROLE TABLES

ITALY

Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

National policy maker (ministries)

Regional PA X

Municipal PA X X

Other local PA X X

Regulatory Authority X

Standardization body X

Transmission System Operator

(TSO)

X

Distribution System Operator

(DSO)

X X

Charging Point Operator (CPO) X X

e-Mobility Service Provider (eMSP) X X

Energy provider X X

Balance service provider (BSP) X X

Platform provider X

ICT operator/provider X

Vehicle manufacturer (car, delivery

vehicles, busses, etc.)

Vehicle seller


Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

E-CS manufacturer

Batteries manufacturer

fleet manager

taxi company

sharing service company X

LPT operator X X X

Local Agency for Transport X X X

LML services operator (logistics

providers, trucking company,

intermodal operator)

X X X

Terminal/port/airport undertaker X X X

Private commercial sector X X

Large-scale retail X

Private final user (e-commerce or

standard customer)

X

Private mobility user X


SLOVENIA

Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

National policy maker (ministries) x X X x x x

Regional PA

Municipal PA x X X x x x x x

Other local PA

Regulatory Authority

Standardization body x x x


(TSO)

x X x x x


(DSO)

x x X x x x

Charging Point Operator (CPO) X x x x x

e-Mobility Service Provider (eMSP) x x x

Energy provider x x ?

Balance service provider (BSP) x x x

Platform provider x x

ICT operator/provider x x x



x x x x

Vehicle seller x x x x x x x x x

E-CS manufacturer x x x x x



Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

fleet manager x x x x x x x x x

taxi company x x x

sharing service company x x x

LPT operator x x x x x x

Local Agency for Transport




x x x x x x

Terminal/port/airport undertaker x x x x x x x

Private commercial sector x x x x x x

Large-scale retail x x x x x x


standard customer)

x x x

Private mobility user x x x


FRANCE

Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

National policy maker (ministries)

Regional PA X

Municipal PA X X X (some)

Other local PA X X X (some)

Regulatory Authority X

Standardization body X


(TSO)

X


(DSO)

X X

Charging Point Operator (CPO) X X

e-Mobility Service Provider (eMSP) X X

Energy provider X X

Balance service provider (BSP) X X

Platform provider X

ICT operator/provider X



Vehicle seller

E-CS manufacturer


Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob


fleet manager

taxi company

sharing service company X

LPT operator X X X

Local Agency for Transport X X X




X X X

Terminal/port/airport undertaker X X X X

Private commercial sector X X

Large-scale retail X


standard customer)

X



GERMANY

Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

National policy maker (ministries) x x x

Regional PA x x x x

Municipal PA x x x x x x

Other local PA

Regulatory Authority x x x

Standardization body x x x x x


(TSO)


(DSO)

x x x x

Charging Point Operator (CPO) x x x x x x x

e-Mobility Service Provider (eMSP) x x x x X

Energy provider x x

Balance service provider (BSP)

Platform provider

ICT operator/provider



X X X X X X X X X

Vehicle seller X

E-CS manufacturer X X X X X X X X X

Batteries manufacturer X X X X X X X X X


Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

fleet manager X X X X X X X X X

taxi company X X x X x

sharing service company X X x X X X X x

LPT operator X X X X X x

Local Agency for Transport X X X X X X




X X X X X X

Terminal/port/airport undertaker x X X x x X X X X

Private commercial sector X X x

Large-scale retail X X X x


standard customer)

X X x

Private mobility user X X x


AUSTRIA

Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

National policy maker (ministries) X X X

Regional PA X X X X

Municipal PA X X X X X X

Other local PA

Regulatory Authority X X X

Standardization body X X X


(TSO)

Austrian Mobile Power


(DSO)

Alle Netzbetreiber

x X x X X

Charging Point Operator (CPO) X X X

e-Mobility Service Provider (eMSP) X X X

Energy provider X X X

Balance service provider (BSP)

Platform provider

ICT operator/provider



X X X X X X X X X

Vehicle seller

E-CS manufacturer X X X X X X


Actions

-

Actors

Plan Manage Use

LPT LML e-

mob

LPT LML e-

mob

LPT LML e-

mob

Batteries manufacturer X X X X X X

fleet manager X

taxi company X X X

sharing service company X X X

LPT operator X X X X X X

Local Agency for Transport X




X X

Terminal/port/airport undertaker X X

Private commercial sector X X X

Large-scale retail X X


standard customer)

X



ANNEX 3 – KEY ELEMENTS FROM PPS

3.1 Green Deal – Green Europe

Key

elements

PPs Subtopic Comments

Energy

producti

on and

RES rate

03

Fostering regulations to support

renewable energy sources;

simplification of authorization

procedure; promotion of the self-

production of energy

In Italy more than 35% of the available energy is produced by

renewable sources. The remaining part comes from Oil, Natural

Gas, Coal, Nuclear energy (imported from other countries),

which are responsible for GHG emissions and global climate

change, acid rain, fresh water consumption, hazardous air

pollution and radioactive waste.

05 How to increase energy production and

RES rate

In Slovenia energy production from RES needs to increase. In

2019 there was 21% of electric energy produced from RES

(Source: SURS, 2021). In 2019, 48% net of electric energy was

imported (Source: SURS, 2021). The responsible entities could

adopt a decision to import only electric energy from RES.

For example a Slovenian producer and distributer of electric

energy decided to sell only CO2-free electric energy from the

beginning of 2021 adopting a new business model. It offers

consumers the option to choose electric energy from solar power

(with 1 EUR more cost per month) or nuclear power (free of

additional charge). In the future they will be also offering

electric energy from hydropower.

The energy grids across Slovenia need to be reinforced to enable

the diffusion of microgrids with or without energy storages,

installation of fast ECSs.

06 role of local based green energy

production in e-LML and e-LPT

Production capacities should be GHG emissions neutral.

Production must be as widely as possible locally based. RES

should be a primary energy source in mobility for LPT and

LML.


08 Ensure that electricity for EV charging

comes from RES

10 e-mobility role and EU targets for GHG

for 2030

Strongly agree to mention EU’s ambition to increase RE to 55%

share until 2030

11&

14

How to increase the rate of RES

integration to achieve sustainability of

energy

15 How to pool and coordinate

municipality efforts to shape a climate-

friendly future and make the diversity

of climate protection activities in the

district visible

Since the end of 2016, the district and its municipalities of

Munich Country have been pooling and coordinating their

efforts to shape a climate-friendly future and make the diversity

of climate protection activities in the district visible. The aim is

to reduce annual per capita emissions in the Munich district by

54% by 2030. The 29++ Climate Energy initiative motivates

numerous projects, including close cooperation with the

Ebersberg Energy Agency, an e-mobility concept, electrifying

LPT, a hydrogen project (HyBayern), an on-demand project,

which will be included to the local public transport app (MaaS),

and many more (bike initiatives, bike sharing...). Detailled KPI´s

can be delivered according to the catalog of measures.

Additional motivation to implement this key element section are

fundings. In terms of the LPT it is often useful to compare with

other counties and to look at their best practice.

V2V 06 V2V potential Besides vehicle sharing, an energy sharing economy should be

established.

Urban

Mobility

Planning

06 Role of municipality All cities should set up sustainable urban mobility plans

regarding also AFI, LML and LPT.

Zero

emission

vehicles

06 Zero emission vehicles for LPT and

LML

A large variety of affordable zero emission vehicles must be

made market available, also in LPT and LML.


Alternati

ve fuels

03 Alternative fuels production and

distribution

Currently, 93% of fuels for the European transport sectror come

from oil, 4.2% from biomass, 0.8% from natural gas and 2%

involves the use of electricity. Obviously, domestic production

reduces our dependence on imported oil. We need to promote a

widespread coverage of networks and systems to support

consumption peaks. Moreover, we need to support the

identification of distribution points for alternative fuels starting

from the TEN-T networks.

05 A choice of alternative fuel depends on multiple economic

factors, infrastructure and supply. For N1, M1 to M3 vehicles a

choice of power can be electric energy. For N2, N3 category of

vehicles and O3, O4, natural gas is a more viable option. The

infrastructure can also be easily used for biogas in the future.

Hydrogen is at this moment the most expensive option for

Slovenian needs and state of play in terms of infrastructure,

technological solutions of production and transfer. Hydrogen is

at the stage of pilot testing and research for Slovenia. In this

regard Slovenian government does support investments in

alternative fuels taking in consideration the economic factors in

regard to achieving the objectives on CO2 reductions.

06 Opportunity by non-fossil fuels All non-fossil fuels must be given opportunity. Production of

alternative fuels must be GHG emission neutral. The use of

FCEV and BEV in LPT and LML must be pursued. ETS could

be a fair systematic way of financing development and

production of AF.

Infrastructure for alternative fuels A widely accessible public and private infrastructure for AF in

urban areas should be established. Countries and Cities should

be given a clear goal and fundings to build a network of AF

infrastructure.

08 How to develop alternative fuels

policies according to each territory

resources, specificities

Develop alternative fuels according to each territory resources,

specificities, transport users, etc.

10 green H2 Focus on H2 produced through RES


MaaS -

Mobility

As A

Service

03 Training and information It is premature at least in Italy. Private cars provide an

unmatchable flexibility of schedules also due to the widespread

city structuring throughout Northern Italy. In cities such as

Milan, experimentation can begin, but perhaps we are not yet

culturally ready for a mobility system as a service.

MaaS needs a digital platform, integrated with end-to-end trip

planning, booking, e-ticketing and payment services across all

modes of transport, public or private, as experimented by the

city of Helsinki. Promoting mobility programs as a service, with

pilot projects in selected locations, can aim to solve urban

density problems and travel easier, efficiently and

environmentally sustainable. In Venice currently there is not

even "train, bus, boat" single ticketing. There is something

between local buses and navigation, only because is the same

company, but this isn't for suburban bus lines coming from

Padua, Treviso, etc...

05 Focus on strategic approch for MaaS MaaS is in the focus of the national and local administrative

level of governance. Although there is no strategic approach to

planning and implementation, thus the more cohesive approach

of implementation and improved information flow would be

recommended. Investment and planning resources are needed on

both levels. National level has been planning to develop a

national platform for MaaS enabling integration of all local

services. However, in 2020 it changed the course of action. From

the end of 2020 to March 2021, a multi-million call for grants is

issued for municipalities to invest in smart digital solutions

covering also digital aspects of MaaS. There is no national

strategic approach to what the local administrative level within

this call will invest in, such as smart parking lots, smart sensors

for regulation of traffic on the crossroads or integrated smart

solutions for MaaS, like smart city platforms, APPs, payment

cards and ID solutions and similar. In Gorenjska region at this

point no municipality has expressed an interest to invest in smart

solutions for LML. There is a general interest in improving

accessibility of information for LPT to users; however, the idea

lacks unity of the whole region and Slovenia.

06 MaaS for optimizing the use of LPT and

LML vehicles and road infrastructure;

e-mobility in rural areas and of elder

New digital solutions for mobility must be developed and

implemented with focus on optimizing the use of LPT and LML

vehicles and road infrastructure. Great care must be taken

regarding mobility in rural areas and mobility of elder


population population.

08 The role of car sharing in MaaS Develop car sharing.

10 Training for increasing municipality

capacity building for MaaS

Important element, from municipalities’ perspective, training in

this regard would be optimal.

11&

14

MaaS as Simplified transportation, ease

of access

Simplified transportation, ease of access.

Services

for

flexible

electric

grid

operation

03 Development of technological know-

how

These systems must be tested by the energy sectors and

supported starting from the governance. The transition to energy

coming from RES and the gradual exit from the scene of large

fossil fuel and gas plants connected to the transmission grid must

be carefully managed.

The identification of new solutions to ensure the security and

stability of a more flexible network must take place at the central

level. We could reap the benefits of the "SmartNet" project,

funded under the Horizon 2020 program and coordinated by

RSE. The project have been analyzed effective ways of

interaction between the Transmission System Operator (TSO)

and the Distribution System Operator (DSO) (TERNA and

ENEL e.g.), functional to the exchange of information for the

purpose of monitoring and acquisition of services needed to

maintain the balance of the network, the voltage regulation and

the congestions management that follow the increased energy

demands to distribution's network.

05 Support services for flexible electric

grid operation

This aspect is covered by DSOs and TSOs. Regional DSOs are

regulating set ups of ECSs on public ground, since they need to

give approvals and connections to the grid. They invest in the

ECS infrastructure and are the operators of the ECS networks.

TSO also invests in the infrastructure, including ECS. TSO is


co-developing DSS systems for LPT and LML ECS

infrastructure planning and more. Both entities are investing in

virtual electricity plants that enable flexible grid operation.

Beside this, investors in microgrids are investing in energy

storage systems. In Gorenjska, municipality of Jesenice stands

15M EUR worth electric energy storage system to service

flexible electric grid operation. It is a battery from the American

manufacturer Tesla, and the company from Žirovnica has

developed a software solution that independently manages the

devices included in the virtual power plant. It has a connected

power of 12.6 MW and a capacity of 22.2 MWh. As such, it

enables the installation of an additional 250 MW of clean

electricity production in Slovenia. Beside one existing megawatt

battery in Slovenia, the future will bring new such investments.

08 How to develop smart charging for

public busses

Develop smart charging for public busses .

Local

peak

manage

ment

03 Local peaks management binds to the

net management of the previous point

05 DSO strategy and investments and the

role of EU funds

Beside the above written, DSO manages local peaks on a daily

basis. In terms of LML and LPT they do not yet have issues. The

strategy of the electro sector is at this stage to manage

distribution of the electric energy by smart solutions – smart

distribution, existing virtual electric power plants, pressing

investors to invest in slow charging stations in order to postpone

and reduce the need for new investments in grid capacity. This

will not be feasible in the long run when the demand for

electricity rises due to the use of EVs and increase of other

electric equipment. The investments in grid capacities will be

realized. The question is when is going to be the breaking point

and how long investors are going to wait with investments in the

grid. A recommendation would be that TSOs and DSOs utilize

available EU funds and own funds for infrastructure investments

first, then the national funds and only then if necessary, put the

financial burden on the private investors (households, SMEs …).

In any case the investments mean a raise in price of electric

power for the end user.


10 Training for increasing municipality

capacity building for MaaS

Very important, capacity building in municipalities needed

Power

grid

stability

03 &

05

Needed investment for power grid

capacity

TSO and DSOs need to invest in grid capability and capacity.

EU funds are not sufficiently utilized. Since these are companies

owned by the state, the latter needs to dedicate financial

resources to upgrading grid capacity.

10 Role of power grid stability at local

level

Very important, capacity building in municipalities is strongly

needed.

15 No PA role Grid operators are in charge, the County of Munich has no

influence or duties regarding this topic.

V2G 03 System development and diffusion of

EV

The V2G System can represent a possible solution: if necessary,

cars themselves can be used in critical moments to stabilize the

network and avoid overloads. Considering that in urban areas the

majority are charged overnight, when there is less activity, they

can make available their energy reserve during the day. This

vision encapsulates the concept of an "electric ecosystem"

developed through the technology of bidirectional energy

transmission. A critical aspect is that cars, even when switched

off (and not in recharge), should always be connected to the

network, which implies the need for the diffusion of a relevant

number of sockets.

05 Pay-off, smart charging, home charging The experts in Slovenia are on the fence about the economy of

V2G use. From a technical perspective it is feasible. The

economic calculation from Elektro Ljubljana shows that it does

not pay off for the owner of the battery nor would contribute to

the regulation of peak times. It is not necessary to use V2G to

regulate peaks. V2G as a storage system on the large scale using

privately owned batteries would require a huge system of smart

networks also for home applications. Owners of e-cars can

without additional costs charge their vehicles by a home electric

socket, without investing in smart home charging stations. The

use of smart home charging stations for the benefit of electro

distributors would need to be incentivized by savings for the

owner, the additional use of the private battery would need to

result in additional financial compensations. In addition to all


this the DSO could empty the private battery for less than 50%,

on the preconception that the car is in majority daily used by the

owner. The faster amortization and depreciation of the car needs

to be included in the incentive, not just the use itself. The

majority of cars do not have the option of V2G. By the

calculation of Electro Gorenjska, this would not financially pay

off. The V2G concept might be more useful for private use

within the home micro grids and in combination with additional

storage system could enable of the grid constant supply of

electric energy, like for example there are many such cases in

the USA. The recommendation would be to research the

economic viability of V2G investment and for whom, including

the convenience of the vehicle owners in comparison to other

solutions, before broadly promoting V2G solutions.

06 Motivation and incentives Using bateries of PHEV and BEV for EG stability is a

possibility but it should be properly motivated and incentivized.

14 Maximization of resource utilization We need an exact forecast of the local production and connected

battery-capacity, and information about the amount of energy

needed at least and time until the EV stays connected to the grid.

Energy

distributi

on

service

03 Scheduling, regulation, collaboration,

coordination, coverage

e-MOTICON has shown that the role of energy distributors is

and will be assumed either as by local private individuals as by

large companies (in Italy ENEL, A2A, Edison, Sorgenia, etc. ...),

the PA’s role is the planning and regulation with particular

attention to the coverage of so-called “market failure areas”.

05 investments in building the grid

capacity

In the case of Slovenia the first approach is to use smart

solutions, the complementary step is to get started with

investments in building the grid capacity.

11 &

14

Electric grid expansion and services for

flexible electric grid operation (local

peaks management and power grid

stability/quality)

Electric grid expansion and reduction of power supply through

technology potential exhaustion (batteries); smart charging; use

of available technologies for an optimal energy system

integrations (e. g. using batteries as buffers in the system).

Develop and use intelligent charge management to use peaks of

local (local grid, not only own PV, …) renewable energy

production to optimize costs by using “cheap” energy.


Support the power grid and contribute at least as sink/consumer

for negative balancing energy.

15 No PA role Grid operators are in charge, the County of Munich has no

influence or duties regarding this topic.

Battery

developm

ent (for

cars and

storage)

03 Technical aspects Durability, disposal or recycling, need for rare metals, number of

refills and replacement cost, maintenance and staff training.

05 Role of research to get battery lower

prices

Invest in research to substitute expensive materials for the

battery components to lower the price of the battery and make

resources broadly available.

06 EU battery initiative & benefits for EU

economy

The EU battery initiative is established. Development of SS

batteries should be pursued. Production sites should be in the

EU.

11 &

14

Development of battery technology and

recycling

Affordability, standardization of charging interface,

standardization of battery systems.

Increase energy efficiency, energy density, specific energy,

lifespan, sustainability.

The management of charging this batteries can have a relevant

impact on the business case but also needs predictive

intelligence concerning production- and charging- information.

15 Federal funding Battery development is funded by a federal funding program, no

activities in the County so far.

Standard

ized

charging

infrastru

cture

11 &

14

Technical interface & interconnectivity Technical interface (CCS vs. DC vs. AC vs. etc.), ease of access

to charging points (interconnectivity).


3.2 Digital Europe – Smart Europe

Key elements PPs Subtopic Comments

Data sharing

03 Privacy problems and

data needed

We need to answer the questions: What data will be used? There will be some

privacy problems? Moreover, there will be difficulties in information exchange

with other stakeholders

05

Which data are needed

for planning ECS from

LML operators

LML companies are prepared to share only certain data. This does not

represent an issue, since the objective to increase a share of e-vehicles in LML

service and optimize the logistics does not depend on their business secret data.

It depends on policies (local, regional, national) and need of consolidation

centres (maybe), charging infrastructure location, power, investment

ownership, availability, stimulation to make a shift to e-vehicles. Tackling

traffic jams in city centres due to LML does not need any sensitive data from

the LML companies either. The same goes for LPT. Many companies are

prepared to make a shift, they only need an investment to pay off.

06 How Data sharing can

have user centric

benefits

The data should be gathered and used for the benefits of the users. Platforms

and IT solutions that benefit the users should have free access to data.

08 Interoperability among

ECS

Ensure interoperability between charging stations

10 Use of data in

municipalities

Security in sharing and privacy issues must be considered to allow the PA to

use the shared information.

11&

14

Data sharing and

connectivity of devices

Data sharing, connectivity of devices, i.e: communication between the power

supply utilities or charging infrastructure and e-vehicles



Big data

03 Technical issues We need to answer the questions: where we will store data? Location of the

repository? Who will administer the data? Who will make this data available?

Who can dispose of this data?

05 Application of GDPR

rules to big data

Application of GDPR rules should be closely monitored, restricted even more

where needed, corrected and loosened in some cases.

06 Security & data access

for PA

Data should be gathered, analyzed, stored and distributed with great care and in

compliance with GDPR. Access to data and it’s analysis will be crucial for the

decision making process of PA.

10 Big data in rural areas Big data can be collected and used less easily in rural areas or small cities.

Data platform

03 Software We need to answer the questions: which software will be used to create a

unified database, interoperable and accessible to other systems? What will be

the standard data format?

05 Beneficial from data

platform for politicians

for ECS planning and

MaaS

Data platforms are beneficial for planning, investing, monitoring, identifying

needs for improvement and thus can be beneficial for policy makers and

service providers. In some segments they already exist, for instance monitoring

traffic flows. One of the envisaged projects is establishment of MaaS concept.

Open data platforms are hugely beneficial to users.

08 Municipal mobility

strategy and open data

Help municipalities define their mobility strategy thanks to open data

Data lakes

05 Legislation to support

data lakes deployment

Misuse of sensitive data and data leaks are a serious threat and have to be and

are in most cases tackled as a highest priority by the legislators. On the other

hand, data is a commodity and leaks, misuse can mean a financial loss for the

owner.



11

&

14

Privacy protection

regulations

Privacy protection regulations

Public Private

Partnership

(PPP) –

Project

Financing

03 Role definition There is need to lay stress on the role of PAs and on Project financing and

fundraising

05 How to implement the

whole procedures for

PPP

From our experience local public authorities need expert support at

coordinating the whole procedure of preparing a tender for PPP, preparing

legal documentation, developing business model, closing financial structure,

getting the funds to implement investments. They also need finances to cover

the costs of external experts.

06 Best practice of PPP

project financing

applied to LPT and

LML

A combination of PPP project financing is probably one of the best ways of

financing projects for new mobility solutions in LPT and LML. A combination

of funds will benefit PA and business.

10 The role of PPP and

other financing forms

PPP financing or other forms of financing should be included

11

&

14

PPP as a long term

solution

Long-term solutions through innovative financial instruments

Procurements

05 Legally issue on

procurements for e-

LML and e-LPT

Legally demanding procurements are at least overviewed by an expert if not

entirely carried out, for which local public authorities sometimes struggle to

reserve, get financial means. On the national level for LPT concession

procedures are for now standardized and currently do not welcome ideas for

improvements.



10 procurement influence

on CO2 footprint

Important, but complex tool in city administrations to influence CO2 footprint

11

&

14

best cost/benefit ratios

for different

procurements

Applying different approaches to acquire best cost/benefit ratios (open

technology tendering vs. specific technology tendering)

Cloud

computing,

Infrastructure/

Platform/Soft

ware as a

service (IaaS,

PaaS, SaaS)

03 Cloud standards There is a need to analyze different types of clouds and to define a

standardized data storage system

05 Best practice on Cloud

computer experiences

on LPT and LML

LML uses different cloud computing systems to monitor and track logistics.

Surely some of the systems are used also for LPT. This is not my expertise.

Regarding SaaS, I’m familiar with both examples. SAP is used in project

management, it is promoted as a great program, however, it is rigid while the

project management needs to be sometimes flexible, takes a lot of time.

Platform as a Service and Function as a Service are more familiar terms

Open source

data platforms

05 Benefits from open

source data platform

There needs to be a benefit for all parties involved in data sharing for open-

source data platforms, this topic needs to be addressed case by case. Let us

take an example of the national IDACS open platform for EV charging

infrastructure. It is relatively easy to achieve data sharing from the DSO when

new set ups and on-time data sharing are in question. It gets complicated by old

setups. The owners or operators of the ECS need to see an added value in

sharing data. Free transnational interoperability would be sufficient motivation

to overcome this obstacle in the vast majority of cases.

06 Benefits for final users

from open source data

platform

The users that are providing the data and the cities should have access to open

source data

11

&

14

open source data

platforms & technology

acceptance

Widespread availability, openness should foster a higher technology

acceptance and absorption rate



Cooperative

Intelligent

Transport

Systems (C-

ITS)

06 Connected smart systems/infrastructure for LML and LPT should be developed

and implemented.

Cooperative,

connected and

automated

mobility

(CCAM)

06 Automated mobility solutions should be tested in pilot projects and accepted in

large scale applications.

New business

models for

Mobility

06 With the use of data and digitalization New, Sustainable and Resilient business

models should be developed and implemented on LPT and LML.


3.3 Europe for Citizens – Smart PA

Key

elements

PPs Subtopic Comments

Policy cycle

manageme

nt

03 Power of data Full potential of data should be utilized for making Mobility sustainable

and Smart. We need to know who will manage the policy making process.

05 Maintenance of policy cycle

management

The only potential weakness in policy cycle management is maintenance.

Some PAs do not always regularly review and update their policies, with

the risk of having obsolete policies.

06 How to encourage PA to

prepare their own policies

for Sustainable, green and

smart mobility

PA on all levels should implement policies that will promote

development, testing and implementation of demo as well as large scale

projects for Sustainable, Green and Smart mobility. Private and Public

companies should be encouraged to prepare their own policies and plans

for achieving sustainability of their Mobility.

15 Policy cycle management

process

As a regional authority under public law, the county of Munich acts

through its organs: the Kreistag (District Council), the Kreisausschuss

(District Committee), other decision-making committees and through the

Landrat (District Administrator).

Circular

economy

03 Material cycle and

Environmental

sustainability

A structured economic system must be proposed in order to regenerate

itself and to guarantee its own eco-sustainability. By considering that

energy can be generated from renewable sources, Europe could draw up

directives and finance projects "zero waste" oriented.

05 Circular economy in e-LML

& e-LML

In terms of transport (LML and LPT), if we are talking about battery life

cycle, the process of recycling is defined and established.

About collective work – buyout centres where owners of vehicles could

sell their old batteries.


06 product life cycle analysis

for e-LML and e-LPT

A common system for PLC (product life cycle analysis) analysis should

be established.

10 Financial incentives

Financial incentives coming from the circular economy will become more

and more important in the future.

Sharing

economy

03 Sharing strategies - Sharing strategies are related to industry but also to PA so they could lay

stress on studies or research in order to underline best practices solutions.

05 life-stile changes for sharing

economy in transport

Sharing economy of vehicles in Slovenia has a long-time tradition. In

approximately last 10 years there is more and more pressure on the

middle class to start using old ways of transportation (bikes, sharing

vehicle, using more public transport). This time it is again starting to be

connected to the living costs and supported by the effort to reduce GHE.

The changes in life-style call for new more flexible public transport

services, which are slowly implemented. In terms of time, comfort and

usability (needs of todays’ lifestyle) public transport in Slovenia means a

reduction of the quality of life. For the LML sector in Slovenia sharing

economy is difficult to implement.

06 sharing economy in e-LML

and e-LPT

Sharing economy was largely accepted in Mobility thorough platforms for

MM, LCV. Solutions for Sharing economy in LPT and LML should be

developed.

11 &

14

Sharing of charging

infrastructure

Governanc

e model 03 Smart Management The complex of authorities, principles, mechanisms, rules and relations

that govern the management of a company or a PA must be thought in


order to achieve a smart management of practices.

05 Models for integrated

answer for main challenges

for e-mobility

The responsibility of the road public transport is divided between national

public administration for interregional transport and local public

administration for the municipal road public transport and transport of

children to school. LML in urban areas is regulated on the municipal level

(permits for city logistic, annual fees), while national level prepares

guidelines and deals with policies connected to fright transport

(intermodal, multimodal, policies for taxation …) and infrastructure (rails,

roads). The national responsible entities are still tackling a problem of

how to put more freight transport on the rails.

08 How to Develop a local

governance between public

and private bodies for LML

issues

Develop a local governance between public and private bodies for LML

issues

11 &

14

Visions in the form of smart

city strategies/roadmaps

Development of visions in the form of smart city strategies/roadmaps

15 Local self-administration LPT: "local self-administration", county gives guidelines about e.g.

vehicles

Logistics: There isn’t a model, so potential has to be analysed, yet

E-CS: charging infrastructure is a politics task

Participato

ry

approach

03 Understand which

participants and which

topics to submit to

participatory processes

The use of a participatory approach means involving stakeholders in the

evaluation process. Particularly those concerning the topic. Involving

SHs in discussions or planning, data collection, analysis, reporting and

management of the study would imply matter knowledge of the subject.

05 Participatory approach:

when and how it works in

PA

Participatory approach is good; however, one cannot expect it will get

usable or quality results in all the cases where it is required. The nature of

the general public is that they usually don’t care until they are negatively

affected. Participatory approach on the national administrative level is

very well established. There are sometimes complaints that in some cases


experts are not called to counsel in due time. The national administrative

level is constantly trying to improve their procedures in the case of

participatory approach. These events are always well attended since the

expert public has a significant interest to be involved in the creation of

policies. The administrative level is obligated to take into consideration

every official, written proposal from the public and needs to justify (when

asked) if proposals of the public (expert, non-expert) are refused. On the

local level, for instance in the case of SUMP preparation, the participatory

approach in most cases results in the participation of retired people who

have time and willingness to attend, usually late afternoon events,

sometimes local entrepreneurs, if they have a business interest. Due to

low attendance and poor social-demographic diversity the responsible

perform a survey on the street or on-line. The selection of respondents

and the set of respondents is questionable because the interviewer obtains

opinions only from people who are present, willing to answer and have

time. However, the reported research is shown as valid, complying with

research and statistical standards and the statistical sample is

representative of the population.

08 How to Associate all the

local stakeholders to the

mobility planning

Associate all the local stakeholders to the mobility planning.

10 Participatory approach &

Mobility - SUMPS

Very important, also in SUMPs! Not to be forgotten.

11 &

14

How to build a Citizen

participation campaigns

Citizen participation campaigns to match supply and demand effectively.

15 Catalogue of possible

activities to support

participatory approach

Activities within the county: Citizens' meetings, workshops, climate

dialog, citizens' dialogs, engaging communities.


Fair, safe,

and

resilient

mobility

06 Features of ideal mobility All types of mobility should be accessible to all citizens of the EU and

involve them actively. Users and workers should benefit from new

Mobility solutions.

All Mobility solutions should be safe and secure towards people operating

and using mobility and for the cargo.

Mobility solutions and systems should be resilient in case of exceptional

events.

Communic

ation,

sensitizatio

n

08 Sharing of information Bring more knowledge on alternative fuels, explain technologies and

solutions to the users.

Autonomou

s buses

11 &

14

Smart City concept.

Charging

infrastruct

ure

11 &

14

Sharing between LPT and LML (public sites).

Centralized

distribution

sites

11 &

14

Synergies between LML and customers.

Global

thinking

approach

07 Multi criteria approach to

optimize complex issues

Set-up coordination committees with multi-competence stakeholders to

have master plans that take into account all the constraints (on the local

level, very practical).

Know-how in the management of incentives to induce private partners to

set-up the right products and services according to the needs.

Creative

use of

policies

07 Creative use of policies (how to make things in spite of the multiple legal

constraints) to do things such as allow private use of public space for

LML charging for example.

D.T2.3.1 e-SMART grid and e-mobility transport services ...

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